Track System for Creating Finished Products

ABSTRACT

A track system includes a primary transport portion and a secondary transport portion along which a plurality of vehicles can be propelled. Each secondary transport portion includes a unit operation station for performing a transformation on a container or the contents therein.

TECHNICAL FIELD

The systems and methods described below generally relate to a tracksystem and methods for transporting at least one container to one ormore unit operation stations.

BACKGROUND

High speed container filling systems are well known and used in manydifferent industries. In many of the systems, fluids are supplied tocontainers to be filled through a series of pumps, pressurized tanks andflow meters, fluid filling nozzles, and/or valves to help ensure thecorrect amount of fluid is dispensed into the containers. These highspeed container systems are typically systems that are configured toonly fill one type of container with one type of fluid. When a differentcontainer type and/or different fluid is desired from the system, theconfiguration of the system must be changed (e.g., different nozzles,different carrier systems, etc.) which can be time consuming, costly,and can result in increased downtimes. To provide consumers with adiverse product line, a manufacturer must employ many different highspeed container systems which can be expensive and space intensive.

These high speed container filling systems are also typically incapableof providing different containers and arrangements of containers in apackage without manual handling of the containers and/or packaging whichcan be time consuming, expensive, and frequently inaccurate.

Various patent publications disclose article handling systems (thoughnot necessarily container filling systems). These include: U.S. Pat. No.6,011,508, Perreault, et al.; U.S. Pat. No. 6,101,952, Thornton, et al.;U.S. Pat. No. 6,499,701, Cho; U.S. Pat. No. 6,578,495, Yitts, et al.;U.S. Pat. No. 6,781,524, Clark, et al.; U.S. Pat. No. 6,917,136,Thornton, et al.; U.S. Pat. No. 6,983,701, Thornton, et al.; U.S. Pat.No. 7,011,728 B2, U.S. Pat. No. 7,264,426 B2, Buttrick, Jr.; Dewig, etal.; U.S. Pat. No. 7,448,327, Thornton, et al.; U.S. Pat. No. 7,458,454,Mendenhall; U.S. Pat. No. 8,591,779 B2, Senn, et al.; U.S. Pat. Nos.9,032,880; 9,233,800 B2, Senn, et al.; U.S. Patent ApplicationPublications US 2015/0079220 A1 (now U.S. Pat. No. 9,283,709 B2,Lindner, et al.) and US 2016/114988 A1; and, EP Patent 1 645 340 B1. Thesearch for improved high speed container filling systems has continued.

Thus, it would be advantageous to provide a filling system and methodsof filling containers with an improved traffic control system. It wouldalso be advantageous to provide a filling system and a method of fillingcontainers that are versatile and can fill different containers withdifferent fluids simultaneously. It would also be advantageous toprovide a filling system and a method of filling containers that allowsfor on-demand fulfillment of orders without requiring manual packing.

SUMMARY

In accordance with one embodiment, a system is provided which comprisesa plurality of containers for holding a fluent material, a plurality ofvehicles for containers, and a track system comprising a track on whichcontainer-loaded vehicles are propellable. The track system comprises aprimary transport portion that defines a primary path comprised of trackthat forms a closed loop that is configured to permit at least onecontainer-loaded vehicle to travel in a holding pattern. The tracksystem further comprises at least one secondary transport portion thatextends from the primary transport portion and defines a secondary paththat intersects the primary path at an ingress location and at an egresslocation. The system also comprises at least one unit operation stationdisposed along a secondary transport portion configured to perform acontainer treatment operation on at least one container or the contentsthereof, of a container-loaded vehicle. The plurality ofcontainer-loaded vehicles are independently routable along the tracksystem to deliver at least some of the containers to the at least oneunit operation station for performing a container treatment operation atleast some of the containers.

In accordance with another embodiment, a system is provided whichcomprises a plurality of first containers, a plurality of secondcontainers, a track system, at least two unit operation stationsdisposed along the track system, and a plurality of vehicles propellablealong the track system. Each of the plurality of first containers has ashape, and appearance, an opening, and a volume for holding a fluentmaterial. Each of the plurality of second containers has a shape, anappearance, an opening, and a volume for holding a fluent material. Oneor more of the shape, appearance, and the volume of each of the secondcontainers is different from one or more of the shape, appearance, andthe volume, respectively, of each of the first containers. One or moreof the first containers and one or more of the second containers aredisposed on respective vehicles, and the one or more first containersand second containers are empty at the time they first become disposedon respective vehicles. The plurality of vehicles are routable along thetrack system to facilitate simultaneous delivery of the first containersand the second containers to different unit operation stations.

In accordance with yet another embodiment, a system is provided whichcomprises at least one container for holding a fluent material, a tracksystem, a plurality of unit operation stations, and a plurality ofvehicles propellable along the track system. The container has at leastone opening and at least one closure is provided for selectively sealingthe opening(s) of the container. One of the plurality of unit operationstations is disposed along the track system and configured to dispensefluent material into a container. Each container is disposed on arespective vehicle, and the plurality of vehicles are independentlyroutable along the track system to deliver at least one container and atleast one closure to at least one unit operation station for applying aclosure onto a container.

In accordance with still yet another embodiment, a system is providedwhich comprises at least one first container and at least one secondcontainer for holding a fluent material, a track system, at least oneunit operation station for dispensing fluent material disposed along thetrack system, and a plurality of vehicles propellable along the tracksystem. A first container and a second container are disposed on thesame or different vehicles. Each vehicle is independently routable alongthe track system to deliver the first and second containers to the atleast one unit operation station. The first container and the secondcontainer receive one or more fluent materials dispensed by one or morefilling unit operation stations for dispensing fluent material, whereinthe filling unit operation stations are configured to dispense fluentmaterial so that the first and second fluent compositions in the firstand second containers differ from one another. The first and secondfluent compositions may differ in one or more of the following ways.There is a difference in the presence or type of at least one ingredientin the fluent composition in the first container and that the fluentcomposition in the second container. In addition, or alternatively, thefluent compositions in the first and second containers have at least onecommon ingredient, and at least one of the following relationships ispresent: (a) the difference in weight percentage of the same ingredientin the two fluent compositions is greater than or equal to about 1.1 asdetermined by dividing the weight percent of the ingredient that ispresent in the greater amount in the two fluent compositions by theweight percent of the same ingredient that is present in the lesseramount in the two fluent compositions; and (b) when the weightpercentage of at least one of the ingredients common to both the firstand second containers is present in the two fluent composition in anamount of at least 2%, and the difference of the weight percent of thesame ingredient in the two fluent compositions is greater than or equalto 2%.

In accordance with another embodiment, a system is provided whichcomprises a plurality of containers for holding a fluent material, atrack system, a plurality of unit operation stations disposed along thetrack system, and a plurality of vehicles propellable along the tracksystem. Each container is disposed on one of the vehicles, and eachvehicle is independently routable along the track system to deliver thecontainers to at least one operation station. At least some of thevehicles have associated therewith a unique route along the track systemassigned by a control system to facilitate simultaneous production ofdifferent finished products.

In accordance with yet another embodiment, a system is provided whichcomprises a plurality of containers for holding a fluent material, aplurality of vehicles for containers, a track system comprising a trackon which container-loaded vehicles are propellable, a plurality of unitoperation stations disposed along the track system and configured tocooperate to create at least one finished product. Each container isdisposed on a vehicle, and the plurality of vehicles are independentlyroutable along the track system to deliver at least some of thecontainers to at least one unit operation station. The system furthercomprises a control system comprising one or more controller unitswhich: receives demand for finished products to be made; determines aroute for a vehicle, where said route is determined based on a status ofone or more unit operation stations; and causes a vehicle to bepropelled to progress along said determined route so as to create one ormore of said demanded finished products, and delivers one or morefinished products to an unloading station.

In accordance with still yet another embodiment, a method of producingdifferent fluent products on a single production line is provided. Themethod comprises the steps of: (a) providing a track system comprising atrack on which container-loaded vehicles are propellable; (b) providinga plurality of empty containers comprising a first container and asecond container; (c) providing a plurality of vehicles; (d) loading thefirst and second empty containers onto one or two vehicles; and (e)simultaneously sending one of the container-loaded vehicles to a fillingunit operation station wherein a fluent product is dispensed into thefirst container and another one of the container-loaded vehicles to afilling unit operation station where a different fluent product isdispensed into the second container. Steps (a)-(c) may occur in anysuitable order.

BRIEF DESCRIPTION OF THE DRAWINGS

It is believed that certain embodiments will be better understood fromthe following description taken in conjunction with the accompanyingdrawings in which:

FIG. 1 is a schematic view depicting a track system having a track and acontrol system, in accordance with one embodiment.

FIG. 1A is a schematic view of a track system having an alternativeconfiguration.

FIG. 1B is a schematic view of a track system having another alternativeconfiguration.

FIG. 1C is a schematic view of a track system having another alternativeconfiguration.

FIG. 1D is a fragmented schematic view of a track system having anotheralternative configuration.

FIG. 2 is an exploded isometric view depicting a vehicle for the tracksystem of FIG. 1 associated with a container.

FIG. 3 is a side view of the vehicle of FIG. 2.

FIG. 4 is an isometric view depicting a straight portion of the track ofFIG. 1.

FIG. 5 is an isometric view depicting a curved portion of the track ofFIG. 1.

FIG. 6 is an isometric view depicting a transition portion of the trackof FIG. 1.

FIG. 7 is an isometric view depicting a filling/capping station of thetrack of FIG. 1.

FIG. 8 is an enlarged schematic view of a secondary transport portion,in accordance with another embodiment;

FIG. 9 is a schematic view of the control system of FIG. 1.

FIG. 10 is a flow chart depicting a Sequencing Phase of a controlroutine implemented by the control system of FIG. 1, according to oneembodiment.

FIG. 11 is a flow chart depicting a Demand Propagation Phase of thecontrol routine implemented by the control system of FIG. 1, accordingto one embodiment.

FIG. 12 is a flow chart depicting an Effective Route IdentificationPhase of the control routine implemented by the control system of FIG.1, according to one embodiment.

FIGS. 13A and 13B are flow charts depicting parts of a Route RankingPhase of the control routine implemented by the control system of FIG.1, according to one embodiment.

DETAILED DESCRIPTION Definitions

The term “capping”, as used herein, refers to applying any suitable typeof closure to a container, and includes but is not limited to applying acap to a container.

The term “constraints”, as used herein as in “constraints on arriving atone or more unit operation stations”, refers to limitations orrestrictions on a vehicle arriving at one or more unit operationstations. Examples of constraints on arriving at one or more unitoperation stations include: the infeed queue not being full; andrequirements that one or more containers arrive before one or more othercontainers in order to form a specific package.

The term “container”, as used herein, refers to an article that iscapable of holding a material, such as a fluent material, and includes,but is not limited to bottles, unit dose pods, pouches, sachets, boxes,packages, cans, and cartons. The containers can have a rigid,flexi-resilient, or flexible structure in whole or in part.

The term “container-loaded”, as used herein, means having one or morecontainers disposed thereon.

The term “container treatment operation”, as used herein, refers to oneor more of the following unit operations: (a) a filling operationstation for dispensing fluent material into a container; (b) adecorating operation; and (c) a capping operation. The term “containertreatment operation” does not include the operations of loading and/orunloading containers onto the vehicles. When the term “containertreatment operation” is said to be performed on a container-loadedvehicle, it is understood that the operation can be performed on thecontainer and/or its contents, as appropriate.

The term “decoration”, as used herein, refers to a visual, tactile, orolfactory effect applied by means of material deposition that is applieddirectly, or transferred to an article or by transforming a property ofan article, or combinations thereof. The article may include thecontainer and/or the closure. Examples of a material deposition that isapplied directly to an article include, but are not limited to applyinga label to an article (labelling), and/or printing on an article. Anexample of transforming a property of an article without transferring amaterial to the surface of the article is imparting an image on thesurface of an article by a laser. The term “decorating”, as used herein,refers to the act of applying a decoration.

The term “different finished products”, as used herein, means differingin container volume, container shape, container size, contained materialvolume or mass, contained ingredients, contained fluent productcomposition, container or closure appearance, closure type, containercomposition, closure composition, or other finished product attribute.The “appearance” of a container (and a closure) refers to its color, andany decoration thereon including any label or label contents thereon.When the finished products are described as differing from each other inone of more of the foregoing properties, it is meant to include thosedifferences other than minor differences that are the result ofvariations within manufacturing tolerances.

The term “different fluent products”, as used herein, means differing inat least one property such as: state (e.g., liquid, solid, ornon-headspace gas), differing amounts of one or more states of matter inthe fluent products, differences in ingredients, differing amounts ofone or more ingredients in the fluent products, observable properties(as perceived or measured by an observer such as color, scent,viscosity), particle size of any solid particles, and other properties.When the fluent products are described as differing from each other inone of more of the foregoing properties, it is meant to include thosedifferences other than minor differences that are the result ofvariations within manufacturing tolerances. With respect to differencesbetween two different fluent products based on their respectiveingredient(s), it means when one of the two fluent products comprises aningredient that is absent from the other fluent product. With respect todiffering amounts of at least one same ingredient in two differentfluent products, it means when the two different fluent products eachcontain the at least one same ingredient with a minimum or greaterdifference based on weight, as determined by one or both of thefollowing methods. Both methods rely on knowledge of the proportion ofsaid same ingredient in each different formula as a weight percent ofthe total fluent product weight of the total amount fluent product(s)contained with each fluent product's respective container associatedwith their respective finished product. Method 1 determines that twofluent products are different if the ratio of the weight percent of thesame ingredient in the two fluent products is greater than or equal toabout 1.1 (and, thus, greater than or equal to about 1.25) as determinedby dividing the weight percent that is the greater of the two fluentproducts by the weight percent that is the lesser of the two fluentproducts. Method 2 applies to when the weight percent of the sameingredients are each present in each of the fluent materials isminimally equal to or greater than 2% (as expressed as a weight percent)and the difference of the weight percent of the same ingredient in thetwo fluent products is about equal or greater than 2%, or any integer %value up to and including 99%, as determined by subtracting the weightpercent that is the greater of the two fluent products by the weightpercent that is the lesser of the two fluent products. Different fluentproducts refer to the entirety of the weight sum of fluent product(s)contained within a finished product wherein the fluent product(s) may becontained within one or multiple fluent product-containing chambers.Non-headspace gas refers to pressurized gas of which examples include:propellant gas such as for aerosol products and pressurized gas for asealed chamber to provide structural support or shape definition to acontainer.

The terms “disposed on” or “disposed thereon”, as used herein withreference to the containers on container-loaded vehicles, means any ofthe following: held by, affixed to, or otherwise coupled to in aremovable manner. When the containers are described as being disposed onthe vehicles, the container(s) can be in any suitable orientation withrespect to the vehicles including, but not limited to: on top of thevehicles, underneath the vehicles, adjacent to one or more of the sidesof the vehicles, or (if there are more than one container disposed on avehicle) any combinations thereof.

The term “fast cycle”, with respect to stations, refers to inspectionstations, such as weighing stations, scanners (e.g., for scanning barcodes, QR codes, RFID codes, etc.), vision systems, metal detectors, andother types of stations in which the task performed at such stations arecarried out in a minimal amount of time relative to at least some otherunit operation stations.

The term “finished product”, as used herein, comprises a container, thefluent material (or contents) therein, any decoration on the container,and the closure on the container.

The term “fluent product” (or “fluent material”), as used herein, refersto liquid products, gels, slurries, flowable pastes, pourable solidproducts (including, but not limited to granular materials, powders,beads, and pods), and/or gaseous products (including, but not limited tothose used in aerosols).

The term “holding pattern”, as used herein, means that at least one(empty) vehicle or container-loaded vehicle travels past at least onepoint on a closed loop (of a main closed loop or sub-loop) twice whiletraveling in the same direction without an intervening trip in theopposite direction past said point. In addition, the term “holdingpattern” means that the container-loaded vehicle also does not unload acontainer in between passing through the point twice. Thus, a typicaloperation of recirculating a vehicle to make a second product afterusing the vehicle to make a first product would not be considered movingthe vehicle in a holding pattern. When it is said that a container is“empty”, the container will be considered to be empty even though itcontains atmospheric air therein.

The term “infeed queue”, as used herein, refers to an area wherevehicles wait for a unit operation station to become ready to receivethe vehicles. The infeed queue can be expressed in terms of a length oftrack or a number of vehicles that can be queued in this area. Differentunit operation stations may either have the same or different infeedqueue lengths. Therefore, the queue lengths of some unit operationstations may be shorter or longer than the queue lengths at other unitoperation stations. The infeed queue can (if using the number ofvehicles) range from 0 (if no vehicles are able to wait in front of agiven vehicle), up to hundreds of vehicles. In some cases, the queuelength may be between about 2-10 vehicles.

The term “inspection”, as used herein, may include any of the following:scanning, weighing, detecting the presence or orientation of acontainer, or other types of inspection. Inspections may be performed byweighing stations, scanners (e.g., for scanning bar codes, QR codes,RFID codes, etc.), vision systems, metal detectors, and other types ofstations.

The term “interface point”, as used herein, refers to a specificlocation on a track. The interface point location is pre-selected, forthe purpose of the product scheduling controller. Exactly one interfacepoint can be defined along the track between adjacent unit operationstation groups, such that it could be said that a unit operation stationgroup has an upstream interface point located between the unit operationstations of the unit operation station group and the unit operationstations of an upstream unit operation station group, and that a unitoperation station group has a downstream interface point located betweenthe unit operation stations of the unit operation station group and theunit operation stations of a downstream unit operation station group. Asan example, the unit operation stations 86 of FIG. 1 comprise a unitoperation station group. This unit operation station group has anupstream interface point 12 (FIG. 1) and a downstream interface point 13(FIG. 1). Elaborating on the same example, the unit operation stations88 of FIG. 1 comprise a second unit operation station group. The secondunit operation station group has an upstream interface point 13 (FIG. 1)and a downstream interface point 14 (FIG. 1). Thusly, an interface pointmay serve as both a downstream interface point for a first unitoperation station group and an upstream interface point for a secondunit operation station group. Interface points need not (and often donot) correspond to the location of ingress or egress switches. Interfacepoints may be on either the primary transport path or the secondarytransport path(s).

The term “joined to” as used throughout this disclosure, encompassesconfigurations in which an element is directly secured to anotherelement by affixing the element directly to the other element;configurations in which the element is indirectly secured to the otherelement by affixing the element to intermediate member(s) which in turnare affixed to the other element; and configurations in which oneelement is integral with another element, i.e., one element isessentially part of the other element.

The term “operation”, as used herein with respect to an activity thatoccurs at a unit operation station, includes transformations andinspections.

The term “packaging”, as used herein, means a structure or material thatis at least partially disposed on or about a consumer product. “Primarypackaging” means the container in which the consumer product is indirect contact and includes its closure, pump, cap, or other peripheralitems. “Secondary packaging” means any additional materials that areassociated with the primary packaging, such as, for example, a containersuch as a box or polymeric sleeve that at least partially surrounds,contains, or contacts the primary packaging.

The term “plurality”, as used herein, means more than one.

The term “propellable”, as used herein, means able to be propelled inany manner. Vehicles can be propellable, for example, by gravity, or bya propulsive force which may be mechanical, electrical, magnetic, orother form of propulsion.

The term “route”, as used herein, refers to an ordered list of unitoperation stations for a container-loaded vehicle to visit andoperations to be completed at such unit operation stations in order tocreate finished products.

The term “simultaneous”, as used herein, not only means something thatstarts at the (exact) same time, but also something that may not startand/or end at the exact same time, but which takes place during the sametime frame. One or more of the following may be specified to occursimultaneously in the systems and methods described herein: the routingof vehicles; the delivery of different vehicles to unit operationstations; the carrying out of operations at the same or different unitoperation stations; and/or the process of (or any steps in the processof) creating a plurality of (the same or different) finished products inthe same type of container or in different types of containers.

The term “system”, as used herein with respect to the track, refers to a(single) network on which one or more container-loaded vehicles can berouted to one or more unit operations. The tracks and paths in a systemwill, therefore, typically be joined (at least indirectly) to eachother. In contrast, separate unconnected processing lines in the samebuilding or facility, or in a different building or facility, would notbe considered to comprise a system. Thus, two unconnected filling linesin the same building that are being operated to fill containers withdifferent fluids would not be considered to comprise a system.

The terms “transformation”, as used herein, includes physical, chemical,and biological changes to a container and/or its contents. Examples oftransformations include, but are not limited to: loading, dispensing,filling, mixing, capping, sealing, decorating, labelling, emptying,unloading, heating, cooling, pasteurizing, sterilizing, wrapping,rotating or inverting, printing, cutting, separating, pausing to allowmechanical settling or mechanical separation or chemical reaction, oretching. The term “transformation” does not include inspection of acontainer and/or its contents.

The term “unique”, as used herein to modify the term “route”, means thenumber, type, or sequence of unit operation stations or operationscompleted at the unit operation stations differs from that of anothercontainer-loaded vehicle.

The term “unit operation station”, as used herein, means a locationwhere the container or its contents undergoes an operation which may bea transformation or an inspection. The types of transformations definedabove may each be carried out at separate unit operation stations; orone or more transformations and/or inspections may be described as oneoperation that is carried out at a single unit operation station. In onenon-limiting example of the latter, the transformations of uncapping,filling, and capping could be carried out at a single filling/cappingunit operation station.

All percentages and ratios are calculated by weight of the totalcomposition, unless otherwise indicated.

In connection with the views and examples of FIGS. 1-9 (including FIGS.1A to 1D), wherein like numbers indicate the same or correspondingelements throughout the views, a track system 20 is shown in FIG. 1 toinclude a track 22 and a plurality of vehicles 24 that are propellablealong the track 22. The track system 20 can comprise any suitable typeof system. In some embodiments, the track system 20 can be a linearsynchronous motor (LSM) based system that facilitates propulsion of thevehicles 24 along the track 22 using electromagnetic force (EMF). Inother embodiments, the track system can be a system in which thevehicles are propelled in some other manner, such as by individual servomotors. In the embodiment shown, however the vehicles are propelled by alinear synchronous motor (LSM) based system.

One of the vehicles 24 is illustrated in FIG. 2 and is shown to includean upper portion 26 and a lower portion 28 that are coupled together bya central rib 30. In one embodiment, the upper and lower portions 26, 28can be releasably coupled together with fasteners 32. The upper andlower portions 26, 28 can be spaced from each other by the central rib30. As illustrated in FIG. 3, the upper portion 26 can include a wearsurface or running surface 34 that is adjacent to the central rib 30 andfaces the lower portion 28. The lower portion 28 can include a magnet 36that facilitates LSM propulsion of the vehicle 24 along the track 22. Inone embodiment, the magnet 36 can be a magnet array having a centralmagnet that is formed of a south pole and sandwiched between two endsthat are each formed as a north pole. It is to be appreciated that thevehicles 24 can be any of a variety of suitable alternative arrangementsfor facilitating LSM propulsion along a track system. Some examples ofthese alternative arrangements are described in U.S. Pat. Nos.6,011,508; 6,101,952; 6,499,701; 6,578,495; 6,781,524; 6,917,136;6,983,701; 7,448,327; 7,458,454; and 9,032,880.

A container 38 can be provided on the vehicle 24 for routing of thecontainer 38 around the track 22 to facilitate filling of the container38 with fluent material and/or performing other operations on thecontainer and/or its contents. The container 38 can define at least oneopening 40 for receiving and dispensing fluent material. When it is saidthat the container has an opening 40, embodiments with multiple openings(such as multi-compartment containers with separate closures or a singleclosure, press-tab vent and dispenser containers, and the like) are alsoincluded. There can be multiple containers on a single vehicle, or ondifferent vehicles.

When there is more than one container on the track system 22, thecontainers 24 may be all of the same type or geometric form (that is,the containers are of the same size, shape, appearance, and have thesame volume), or any of the containers may differ from the other in oneor more of size, shape, appearance, or volume. When reference is made tothe “shape” of a container, it is understood that this means theexterior shape of the container. When reference is made to the “volume”of a container, it is understood that this means the interior volume ofthe container. The multiple containers can be identified as first,second, third, etc. containers. On the track system at any given time,more than two containers may differ and/or hold fluent materials thatdiffer from other containers. In some embodiments, there may be 3, 4, 5,6, 7, 8, 9, 10, or more, different types of containers, or groups ofdifferent types of containers (that may differ from each other incontainer type and/or in the fluent materials contained therein) thatare disposed along the track system at any given time.

A closure 42 can be joined to the container to close the opening 40until it is desired to dispense the product from the container (that is,the closure “selectively seals” the opening). Closures include, but arenot limited to: caps, such as snap caps, threaded-screw caps, capscomprising multiple parts like a hinge and top or a transition spout,glued-on caps (such as those used on some laundry detergent containerswith spouts), caps that serve metering functions like oral rinse caps,pumps or triggers, and aerosol nozzles. The closures have a shape, asize, and appearance. Similarly to the containers, the closures may allbe of the same type, or any of the closures may differ from others inone or more of shape, size, or appearance. The multiple closures can beidentified as first, second, third, etc. closures.

In one embodiment, as shown in FIG. 2, the container 38 can bereleasably secured to the vehicle 24 via a vacuum port 44 defined by theupper portion 26 of the vehicle 24. In such an embodiment, when thecontainer 38 is placed upon the upper portion 26 of the vehicle 24, avacuum can be drawn on the vacuum port 44 by drawing a vacuum on aprimary port 46. When the container 38 is provided over the vacuum port44 and a vacuum is drawn on the vacuum port 46, the vacuum can securethe container 38 to the vehicle 24. The primary port 46 can include avalve, such as a Schrader valve (not shown) that selectively fluidicallyisolates the primary port 46 from the vacuum port 44 such that once avacuum is drawn on the container 38, the valve prevents the vacuum fromreleasing until the valve is subsequently actuated. In one embodiment,an upper surface 48 of the upper portion 26 can be formed of anelastomeric or other similar material that encourages an effective sealbetween the container 38 and the upper surface 48. It should beunderstood that although part of the vehicle 24 is described herein asthe upper portion 26, this portion this portion of the vehicle comprisesa retaining surface for the container, and need not always be orientedupward. The retaining surface can be oriented in any suitable direction,including downward (upside down) or sideways at any suitable stage ofthe processes described herein. (Of course, a container with fluentmaterial therein and its opening unsealed, will typically not beconveyed in an upside down condition, but an empty container or a closedcontainer could be conveyed upside down or sideways.)

It is to be appreciated that containers, as described herein, can be anyof a variety of configurations and can be used across a variety ofindustries to hold a variety of products. For example, any embodiment ofcontainers, as described herein, may be used across the consumerproducts industry and the industrial products industry, wherein saidcontainers contain a fluent product. The containers may be filled in oneor multiple filling operations to contain, after partial or completeintended filling, a portion, or multiple ingredients of, or allingredients of, a finished product. Finished products may in part orwhole be flowable or fluent.

Examples of finished products include any of the following products, inwhole or part, any of which can take any workable fluent product formdescribed herein or known in the art: baby care products (e.g. soaps,shampoos, and lotions); beauty care products for cleaning, treating,beautifying, and/or decorating human or animal hair (e.g. hair shampoos,hair conditioners, hair dyes, hair colorants, hair repair products, hairgrowth products, hair removal products, hair minimization products,etc.); beauty care products for cleaning, treating, beautifying, and/ordecorating human or animal skin (e.g. soaps, body washes, body scrubs,facial cleansers, astringents, sunscreens, sun block lotions, lip balms,cosmetics, skin conditioners, cold creams, skin moisturizers,antiperspirants, deodorants, etc.); beauty care products for cleaning,treating, beautifying, and/or decorating human or animal nails (e.g.nail polishes, nail polish removers, etc.); grooming products forcleaning, treating, beautifying, and/or decorating human facial hair(e.g. shaving products, pre-shaving products, after shaving products,etc.); health care products for cleaning, treating, beautifying, and/ordecorating human or animal oral cavities (e.g. toothpaste, mouthwash,breath freshening products, anti-plaque products, tooth whiteningproducts, etc.); health care products for treating human and/or animalhealth conditions (e.g. medicines, medicaments, pharmaceuticals,vitamins, nutraceuticals, nutrient supplements (for calcium, fiber,etc.), cough treatment products, cold remedies, lozenges, treatments forrespiratory and/or allergy conditions, pain relievers, sleep aids,gastrointestinal treatment products (for heartburn, upset stomach,diarrhea, irritable bowel syndrome, etc.), purified water, treatedwater, etc.; pet care products for feeding and/or caring for animals(e.g. pet food, pet vitamins, pet medicines, pet chews, pet treats,etc.); fabric care products for cleaning, conditioning, refreshingand/or treating fabrics, clothes and/or laundry (e.g. laundrydetergents, fabric conditioners, fabric dyes, fabric bleaches, etc.);dish care products for home, commercial, and/or industrial use (e.g.dish soaps and rinse aids for hand-washing and/or machine washing);cleaning and/or deodorizing products for home, commercial, and/orindustrial use (e.g. soft surface cleaners, hard surface cleaners, glasscleaners, ceramic tile cleaners, carpet cleaner, wood cleaners,multi-surface cleaners, surface disinfectants, kitchen cleaners, bathcleaners (e.g. sink, toilet, tub, and/or shower cleaners), appliancecleaning products, appliance treatment products, car cleaning products,car deodorizing products, air cleaners, air deodorizers, airdisinfectants, etc.), and the like. Personal care products includecosmetics, hair care, skin care, and oral care products, i.e., shampoo,soap, tooth paste for human use.

As further examples, any embodiment of containers, as described herein,may contain products or product elements to be used across additionalareas of home, commercial and/or industrial, building and/or grounds,construction and/or maintenance. As further examples, any embodiment ofcontainers, as described herein, may contain products or productelements to be used across the food and beverage industry. As stillfurther examples, any embodiment of containers, as described herein, maycontain products or product elements to be used across the medicalindustry.

It is to be appreciated that the containers (e.g., 38) can be formed ofany of a variety of suitable materials, such as, for example, apolymeric composition. The polymeric composition can be formed (e.g.,molded into various articles such as containers, formed into one or morepieces of film that are joined together to form a container, orotherwise formed) into products and product packaging. In some cases(such as to form bottles), the composition may be extrusion blow moldedor injection molded. Typically, high density polyethylene (HDPE) isextrusion blow molded and polyethylene terephthalate (PET) is injectionstretch blow molded. A completely assembled container may comprise oneor more elements which include, but are not limited to a container, aclosure, a nozzle, and/or a handle.

The vehicles 24 can be configured to accommodate certain of thecontainer types. As such, different vehicle types can be provided on thetrack 22 to allow for simultaneous routing of different container typesalong the track 22. The vehicles 24 are also not limited to conveyingcontainers. In some cases, the vehicles 24 can be used for otherpurposes which may include, but are not limited to: delivering rawmaterials to a unit operation station; and delivering tools such aschangeover tools and the like to various locations around the tracksystem. For example, a vehicle may be used to carry a tool that removeslabels from a decoration unit operation station.

Referring again to FIG. 1, the track 22 can be formed by a plurality ofstraight portions 50 a, a plurality of curved portions 50 b, and aplurality of transition portions 50 c. One of the straight portions 50 ais illustrated in FIG. 4 and is shown to include a pair of rails 52 athat are coupled with a base 54 a. The base 54 a can include a runningsurface 56 a and a plurality of conductive propulsion coils 58 adisposed beneath the running surface 56 a. The conductive propulsioncoils facilitate routing of the vehicles along the track 22 in adirection of travel. Each conductive propulsion coil defines a commonaxis and comprises a conductor having one or more turns that aredisposed about the common axis. The respective common axes of theplurality of conductive propulsion coils may be substantially parallelwith one another and substantially orthogonal to the desired directionof travel. The plurality of coils 58 a can be mounted on an underlyingsubstrate 60 a, which in some embodiments can be a printed circuit board(PCB). The plurality of coils 58 a can be electrically coupled with apower source (not shown) that can facilitate energization of the powercoils 58 a to propel the vehicles 24 along the track 22. The propulsioncoils 58 a may be disposed on at least one of the opposing sides of themagnet of a vehicle to facilitate propulsion of the vehicle along thetrack system. A control system 62 (FIG. 1) can control the energizationof the coils 58 a to control the propulsion of the vehicles 24 along thetrack 22. In one embodiment, each coil 58 a can be electrically coupledto a transistor (e.g., a MOSFET or IGBT) which is coupled with an outputof an “H-bridge”. The control system 62 can control the propulsion ofeach of the vehicles 24 along the track 22 through operation of theH-bridge which controls the amount and direction of current in each coil58 a. Hall effect sensors (not shown) can be distributed along the base54 a to facilitate detection of the magnetic field produced by thevehicles 24 on the track 22. The control system 62 can be in electricalcommunication with the Hall effect sensors to facilitate selectivecontrol of various propulsion characteristics of the vehicles 24 (e.g.,speed, direction, position).

Each rail 52 a can have an upper portion 64 a and a side portion 66 athat cooperate together to form an L-shape when viewed from the end.Each of the rails 52 a are coupled at the side portions 66 a to the base54 a with fasteners 68 a. When each vehicle 24 is provided on the track22, the upper portions 64 a of each of the rails 52 a can extend intothe space between the upper and lower portions 26, 28 of the vehicle 24such that the wear surface 34 of the upper portion 26 of the vehicle 24can ride on the upper portion 64 a of the rails 52 a. In alternativeembodiments, the wear surface can have wheels extending therefrom, andthe wheels can travel over the upper portion 64 a of the rails 52 a. Theside portions 66 a of each of the rails 52 a can extend along oppositesides of the lower portion 28 of the vehicle 24. During operation of thevehicles 24 along the track 22, the rails 52 a can facilitate guidanceof the vehicles 24 along the running surface 56 a while suspending thevehicle 24 above the running surface 56 a enough to allow the vehicles24 to be magnetically propelled along the track 22.

Referring now to FIG. 5, one of the curved portions 50 b is illustrated,which is similar to, or the same as in many respects as the straightportion 50 a illustrated in FIG. 4. For example, the curved portion 50 bcan include a pair of rails 52 b that are coupled with a base 54 b. Thebase 54 b can include a running surface 56 b and a plurality of coils(not shown) that are disposed beneath the running surface 56 b. However,the curved portion 50 b can be angled by about 90 degrees to facilitateturning of the vehicles 24 along the track 22.

Referring now to FIG. 6, one of the transition portions 50 c isillustrated, which is similar to, or the same as in many respects as thestraight portion 50 a illustrated in FIG. 4. For example, the transitionportion 50 c can include a plurality of rails 52 c that are coupled witha base 54 c. The base 54 c can include a running surface 56 c and aplurality of coils (not shown) that are disposed beneath the runningsurface 56 c. However, the transition portion 50 c can have a straightportion 70 c and an angled portion 72 c that facilitate routing of thevehicles 24 in different directions. In one embodiment, the transitionportion 50 c can include a flipper member 74 that is pivotable between aretracted position (shown in FIG. 6) and an extended position (notshown). When the flipper member 74 is in the retracted position, apassing vehicle 24 will travel along the straight portion 70 c of thetransition portion 50 c. When the flipper member 74 is in the extendedposition, a passing vehicle 24 will be routed from the straight portion70 c to the angled portion 72 c. The control system 62 can be inelectrical communication with the flipper member 74 to facilitateselective control of the routing of passing vehicles 24 to either thestraight portion 70 c or the angled portion 72 c. It is to beappreciated that any of a variety of suitable alternative ingressswitches and/or egress switches can be employed to facilitate selectiverouting of a vehicle between the straight portion 70 c and the angledportion 72 c. Some examples of these alternative arrangements aredescribed in U.S. Pat. No. 9,032,880 and U.S. Pat. Pub. No.2007/0044676.

Referring again to FIG. 1, the track 22 can include a primary transportportion 76 and at least one (alternatively, a plurality of) secondarytransport portions 78 that are provided around, and extend from, theprimary transport portion 76. The primary transport portion 76 candefine a primary path P1 for the vehicles 24. Each of the secondarytransport portions 78 can define a secondary path P2 for the vehicles 24that is intersected by the primary path P1 at an ingress location 80 andan egress location 82. The vehicles 24 can enter and exit each of thesecondary transport portions 78 at the associated ingress and egresslocations 80, 82, respectively. The vehicles 24 can travel clockwise orcounter-clockwise around the primary transport portion 76 and thesecondary transport portion(s) 78. In some embodiments, it is possiblefor some of the vehicles 24 to travel clockwise, and some of thevehicles to simultaneously travel counter-clockwise for a portion oftheir routes or vice versa, but care must be taken so travel in opposingdirections does not result in a collision between the vehicles.

Each of the secondary transport portions 78 can have disposed therealongone or more unit operation stations of any of the types of unitoperation stations described in the above definition of “unit operationstations” (and the definitions of transformation and inspection includedtherein). There can be any suitable number of unit operation stations.Generally, there will be two or more unit operation stations (e.g., 2,3, 4, 5, . . . up to 100, or more). The unit operation stations may bein any suitable arrangement along the secondary transport portions 78.The unit operation stations can be arranged with a single unit operationstation along one or more of the secondary transport portions, or agroup of unit operation stations along one or more of the secondarytransport portions.

FIG. 1 shows one non-limiting embodiment of an arrangement of unitoperation stations on the secondary transport portions 78. In theembodiment shown in FIG. 1, each of the secondary transport portions 78comprises one of a plurality of container loading stations 84, aplurality of combined filling/capping stations 86, a plurality ofdecorating stations 88, or a plurality of unloading stations 90 (e.g.,collectively “the unit operation stations”). In this embodiment, each ofthe unit operation stations 84, 86, 88, 90 located at a particularsecondary transport portion 78 can be disposed along different unittransport segments 91 that are arranged in parallel. The vehicles 24 canbe selectively routed among the secondary transport portions 78 tofacilitate bottling of fluent material within a plurality of thecontainers 38.

For example, when the vehicle 24 is empty (i.e., devoid of a container38), the vehicle 24 can first be routed to one of the container loadingstations 84 where an empty container 38 is loaded onto the vehicle 24.The vehicle 24 can then route the empty container 38 to one of thefilling/capping stations 86 where it is filled with fluent material andsealed with one of the closures 40. The vehicle 24 can then route thecontainer 38 to one of the decoration stations 88 to have a decorationapplied thereto, and can then route the container 38 to one of theunloading stations 90 where the filled container 38 can be removed fromthe vehicle 24 for loading into packaging.

It is to be appreciated that there can be significantly more vehicles 24on the track 22 than are illustrated in FIG. 1. There can also besignificantly more vehicles 24 than unit operation stations 84, 86, 88,90. Each of the vehicles 24 are independently routable along the track22 to facilitate simultaneous delivery of at least some of thecontainers 38 to different ones of the unit operation stations 84, 86,88, 90. The unit transport segments 91 in the embodiment shown in FIG. 1can have the appearance of rungs on a ladder. The unit transportsegments 91 can have a length that is sufficient enough tosimultaneously accommodate a plurality of vehicles 24. The differentunit transport segments 91 can have the same lengths, or alternatively,different lengths. As such, multiple vehicles 24 can be queued on theunit transport segments 91 awaiting delivery to the associated unitoperation station 84, 86, 88, 90. Of course, vehicles can also wait onthe side rails of the ladder like structures, but in some cases, thismay lead to vehicles blocking other vehicles from reaching downstreamunit transport segments 91.

When the vehicles 24 are not stationed at one of the unit operationstations 84, 86, 88, 90, at least one (or more, e.g., 2, 3, 4, 5, . . .up to 100, or more) of the vehicles 24 can continuously circulate aroundthe primary transport portion 76, thus bypassing the secondary transportportions 78 while waiting to be diverted thereto. The primary path P1can be in the form of a closed loop to facilitate the circulation of thevehicles 24. The primary path P1 may also be described as circuital orcontinuous. The primary path P1 can be of any suitable configuration.Suitable configurations for the primary path P1 include, but are notlimited to: circular paths, elliptical paths, or in a path thatcomprises both linear portions and curvilinear portions. Non-limitingexamples of the latter types of paths include: race track configuredpaths, generally rectangular paths with rounded corners (as shown inFIG. 1), and other closed loop paths. The primary path P1, of course, isnot closed to vehicles entering or leaving the primary path, since itdoes have ingress and egress portions for container-loaded vehicles tobe diverted therefrom onto the secondary paths P2.

In some cases, as shown in FIG. 1A, the primary path P1 may furthercomprise one or more sub-loops 77 that are disposed inside of the mainclosed loop of the primary transport portion 76, and form a path betweenportions of the main closed loop. The sub-loop 77 may form a pathbetween opposing portions of the main closed loop 76. However, sub-loops77 may alternatively form a path between non-opposing portions of themain closed loop 76. There are, of course, ingress and egress portionsto the sub-loop(s). The sub-loops 77 provide a path for at least some ofthe container-loaded vehicles to recirculate without travelingcompletely around the closed loop of the primary path P1.

There can be any suitable number of secondary paths P2 (e.g., 1, 2, 3,4, 5, . . . up to 100, or more). In some cases, a single secondary pathhaving a ladder configuration (described below), with two rungs may besufficient. Generally, there will be two or more secondary paths (atleast one for filling and one for unloading). When there is more thanone secondary path P2, these can be referred to as first, second, third,etc. secondary paths. Similarly, the ingress locations for the secondarypaths may be referred to as a first ingress and egress location for thefirst secondary path; a second ingress and egress location for thesecond secondary path, etc. Although as shown in FIG. 1, the differentsecondary paths 78 all have a single type of unit operation stationdisposed therealong, this is not a requirement. In other embodiments,the types of unit operation stations disposed along one or moredifferent secondary paths 78 may differ. In addition, in some cases asingle type of unit operation station can be disposed along more thanone secondary path.

The secondary paths P2 can be of any suitable configuration. Thesecondary paths P2 may be of the same configurations as each other, orof different configurations. If there are more than two secondary pathsP2, two of the secondary paths may have the same configuration, and atleast one secondary path may have a different configuration. Suitableconfigurations for the secondary path P2 include, but are not limitedto: linear paths, curvilinear paths, or in a path that comprises bothlinear portions and curvilinear portions.

There are virtually an unlimited number of possible secondary transportportion (and secondary path) configurations. FIGS. 1A to 1D show severalof these. An example of a linear path is one such as secondary transportportion 78A shown in FIG. 1B in which the secondary path P2 forms alinear segment that is joined to the primary path P1 at a combinedingress/egress location. The container-loaded vehicle can depart fromthe primary path P1 to enter such a secondary path P2, and then canre-trace its movement along the linear secondary path P2 to re-enter theprimary path P1. Non-limiting examples of secondary paths that comprisesboth linear portions and curvilinear portions include the generallyrectangular paths with rounded corners (as shown in FIG. 1). Suchsecondary paths may appear to have a ladder configuration in plan view.There can be any suitable number of rungs on the ladders (e.g., 1, 2, 3,4, 5, or more). The secondary path ingress and egress locations 80 and82 may be spaced apart as shown in FIG. 1, or in other cases the same(not spaced apart on the primary path) as shown on secondary transportportion 78E in FIG. 1C.

The secondary paths P2 may be in any suitable location relative to theprimary path P1. One or more secondary paths P2 may extend outwardoutside of the closed loop of the primary path P1 as shown in FIG. 1. Inother cases, as in the case of secondary transport portion 78F shown inFIG. 1C, one or more secondary paths P2 may be located inside of theclosed loop of the primary path P1. In other cases, as in the case ofsecondary transport portions 78G and 78H shown in FIG. 1C, one or moreportions of a secondary path, such as 78H, may extend outside of asecondary transport portion (and if desired, form a ladder off of anyside or portion of the same). Further, although in the embodiment shownin FIG. 1, in which the primary path P1 is a generally rectangular pathhaving four sides with rounded corners, and there is one branch ofsecondary paths P2 on each of the sides of the primary path P1, in othercases, there may be a different arrangement. For example, as shown inFIG. 1A, there can be more than one secondary path P2 extending from oneor more of the sides of the primary path P1. In some cases, there may beone or more sides of the primary path P1 with no secondary paths P2extending therefrom.

FIG. 1A shows that a secondary path 78 (on the upper right portion ofFIG. 1A) can optionally be provided with a return loop 79. Thissecondary path 78 is shown in the form of a ladder with an upper rungand a lower rung. In this case, the upper rung may be a conventionalrung in which vehicles can travel in the same direction (clockwise forexample) as the travel of vehicles on the primary path 76. Another rung,such as the lower rung, can provide a return loop 79 in which vehiclescan travel back to the ingress leg of the ladder in the direction of thearrow. This allows vehicles to be sent through more than one unitoperation station on this particular secondary path if desired. Thisalso allows vehicles to be sent through one or more unit operationstations more than once on this particular secondary path if desired.

FIG. 1B shows several other secondary path configurations. Secondarypath 78B is an example of a secondary path which is similar in functionto secondary path 78A, but has a curvilinear configuration. Secondarypath 78C contains an additional leg which allows a vehicle to betransported to an egress point that is downstream of the ingress point.A vehicle on secondary path 78C will travel “head first” into the firstleg of the secondary path, and then will travel “tail first” when itreverses direction and travels along the second leg of this secondarypath. Secondary path 78D contains another additional (third) leg (beyondthat of secondary path 78C) which allows a vehicle to be reoriented andtravel head first again along this third leg as it proceeds back ontothe primary path 76.

FIG. 1D shows another secondary path configuration. As shown in FIG. 1D,it is possible for there to be multiple secondary paths that are nestedor cascaded in parallel or in series in any suitable manner.

Circulating the vehicles 24 around the primary transport portion 76 canalleviate congestion on the track 22 which can enhance the throughput ofthe track system 20. For example, when a vehicle 24 is scheduled to berouted to the next unit operation station 84, 86, 88, 90 of its sequencein the course of producing a finished product, and that unit operationstation 84, 86, 88, 90 is occupied (i.e., due to other vehicles 24occupying the unit operation station 84, 86, 88, 90), the vehicle 24 cancirculate around the primary transport portion 76 (i.e., in a holdingpattern). Once the scheduled unit operation station 84, 86, 88, 90becomes ready to receive vehicles, the vehicle 24 can then be divertedto the appropriate transport segment 91 of the scheduled unit operationstation 84, 86, 88, 90.

It is possible that one or more types of unit operation stations couldbe located along the primary transport portion 76. However, to alleviatecongestion on the primary transport portion 76 and allow one or more ofthe vehicles 24 to continuously circulate along the primary path P1, theprimary transport portion 76 can be devoid of some or all unit operationstations (i.e., 84, 86, 88, 90), and the unit operation stations caninstead be located at the secondary transport portions 78, as describedabove. Alternatively, the primary transport portion 76 may only havefast cycle stations located along the same. The vehicles 24 aretherefore diverted off of the primary transport portion 76 to undergothe operations performed by the unit operation station 84, 86, 88, 90and thus do not interfere with the flow of traffic on the primarytransport portion 76. (Of course, in other embodiments, one or more unitoperation stations can be located along the primary transport portion76, and other unit operation stations may be located on the secondarytransport portions 78.)

Operating the track system 20 in this manner can allow for moreefficient production of filled containers than conventional containerfilling arrangements. As will be described in further detail below, thecontrol system 62 can coordinate operation of the track 22, routing ofeach of the vehicles 24, as well as operation of each of the unitoperation stations 84, 86, 88, 90 to efficiently and effectively fulfillan order of finished products. The control system is, thus, incommunication with the track 22, the vehicles 24, and the unit operationstations 84, 86, 88, 90. The coordination of the operation of thesecomponents can include, for example, vehicle identification, vehiclescheduling, collision avoidance, route selection, outage reporting, andthe like.

Each of the unit operation stations 84, 86, 88, and 90 in the embodimentshown in FIG. 1 will now be more fully described. The container loadingstations (or simply “loading stations”) 84 can be configured tofacilitate loading of an empty container (e.g., 38) and/or a closuretherefor onto a vehicle 24 located at the container loading station 84.It is to be appreciated that the container loading station 84 cancomprise any of a variety of automated and/or manual arrangements thatfacilitate loading of a container and/or a closure onto a vehicle.Loading can be done manually, statically such as by a gravity feed chutewith optional gate, or with a mechanical motion device. Suitablemechanical motion devices include, but are not limited to: independentlyactuatable automatic arms, pneumatic arms, robots, transfer wheels, andother mechanical moving elements. In one embodiment, the containerloading stations 84 can each include a robotic arm (not shown) thatretrieves the container 38 and/or a closure from a storage area andplaces the container 38 and/or a closure on the vehicle 24. Tofacilitate grasping of the containers 38 and/or closures, each roboticarm can have a robotic mandible, a suction end, or any of a variety ofsuitable additional or alternative arrangements that enable grasping ofthe containers 38 and/or closures. Once the container 38 and/or aclosure are in place on the vehicle 24, a vacuum line (not shown) can beinserted in the primary port 46 (FIG. 2) to draw a vacuum on the vacuumport 44 thereby temporarily securing the container 38 and/or a closureto the vehicle 24. The vacuum line can then be removed from the primaryport 46, thereby allowing the associated valve (not shown) to close tomaintain the vacuum on the container 38 and/or a closure.

A filling unit operation station is used to dispense fluent materialinto at least some of the containers. A filling unit operation stationis not required to fill the containers to any particular level (such asto a “full” level). The filling unit operation station can dispense anysuitable fluent material into the container. In some cases, the fillingunit operation station can dispense a composition into the containerthat comprises all of the ingredients of the finished product.Alternatively, the filling unit operation station can dispense a basecomposition into the container, and the container can be sent to anotherfilling unit operation station to have other ingredients added theretoin order to form a finished product. Thus, some filling unit operationstations may only dispense portions of the finished product composition.Such portions include, but are not limited to: water, silicone (such asfor use as a conditioning agent, or the like), dyes, perfumes, flavors,bleach, anti-foam agents, surfactants, structurants, etc. If theingredients are separately added, they can be mixed together at anysuitable unit operation station.

In addition, although some filling unit operation stations may only beconfigured to dispense one type of fluent material, the filling unitoperation stations are not limited to dispensing only one type of fluentmaterial (e.g., one color of dye, etc.). In some cases, one or more ofthe filling unit operation stations can be configured to dispensedifferent ingredients (such as through a different fluent materialsupply and nozzle). For example, the same filling unit operation stationcould dispense a green finished composition, a blue finishedcomposition, and a red finished composition; or, it could dispense agreen dye, a blue dye, and a red dye. In such cases, at least twodifferent types of containers (e.g., a first, a second, a third, etc.container) may receive one or more (or all) of the ingredients for theirfinished compositions from the same fluent material dispensing unitoperation station, or from the same type of fluent material dispensingunit operation station.

A filling unit operation station may, therefore, comprise a plurality ofindependently controllable nozzles for dispensing fluent material intothe containers. Such independently controllable nozzles may take anumber of different forms. In some cases, a single nozzle can be used todispense more than one different fluent material. In other cases,filling unit operation station may comprise a bank of nozzles whichcomprises a plurality of nozzles, each of which may be configured todispense the same or different fluent materials. In still other cases,one or more nozzles can be movable upward and downward to accommodatecontainers of different heights.

The combined filling/capping stations 86 can be configured to dispensefluent material into containers 38 and to apply a closure to thecontainers 38 once they are filled. One example combined filling/cappingstation 86 is illustrated in FIG. 7 and is shown to include a fillingportion 92 and a capping portion 94. The filling portion 92 can includea filler arm 96 which can move vertically between a retracted position(FIG. 7) and an extended position (not shown). The capping portion 94can include a capping arm 98 that can move vertically between aretracted position (not shown) and a capping position (FIG. 7). To beginfilling the container 38, the vehicle 24 can be routed to the fillingportion 92 with the empty container 38 located beneath the filler arm96. The filler arm 96 can then be moved from the retracted position tothe extended position and into engagement with the opening 40 of thecontainer 38. The filler arm 96 can then dispense fluent material intothe container 38. Once the fluent material has been dispensed, thefiller arm 96 can stop dispensing fluid and can move back to theretracted position. The vehicle 24 can then be routed to the cappingportion 94 with the closure 42 positioned beneath the capping arm 98.The capping arm 98 can then extend to the closure 42, grasp the closure42, and then return to the retracted position. The vehicle 24 can thenmove the opening 40 of the container 38 beneath the capping arm 98. Thecapping arm 98 can move to the capping position and can screw, orotherwise attach, the closure 42 to the container 38. The closure 42 maybe removable or openable by a consumer to access the contents.

In some embodiments, the closure 42 may be transported on the container40. In such embodiments, when the vehicle 24 arrives at thefilling/capping station 86, the vehicle 24 can first be routed to thecapping portion 94. The capping arm 98 can remove the closure 42 fromthe container 38 and can move to the retracted position while holdingthe closure 42. The vehicle 24 can then be routed to the filling portion92 for filling of the container 38 with fluid. Once the container isfilled, the vehicle 24 can return to the capping station 94 where thecapping arm 98 secures to the closure 42 to the container 38. In otherembodiments, the closure 42 can be transported to the filling/cappingstation 86 on the same vehicle as the container 38, but not on thecontainer (for example, on the same vehicle but adjacent to thecontainer). In other embodiments, the closure 42 can be transported tothe filling/capping station 86 on a different vehicle (e.g., a separatevehicle) from the vehicle transporting the container 38. When theclosure is transported on a vehicle, it can be held by vacuum (or insome other suitable manner) and sent to any of the finished product unitoperation stations, if desired. For example, it may be desirable to sendthe closure 42 to a decoration station for decorating the closure. Inyet other embodiments, the closure 42 might not be transported with theempty container 38, but instead can be provided to the container 38 uponits arrival at the capping portion 94 (i.e., after the container 38 isfilled with fluent material). It is to be appreciated that thefilling/capping stations 86 can include any of a variety of additionalor alternative automated and/or manual arrangements that facilitatefilling and capping of a container.

An alternative embodiment of a secondary transport portion 1078 isillustrated in FIG. 8 and is shown to include a plurality offilling/capping stations 1086 that are similar to or the same as in manyrespects as the filling/capping stations 86 shown in FIGS. 1 and 7 anddescribed above. However, the filling/capping stations 1086 can bedisposed along different unit transport segments 1091 that are arrangedin series along a primary transport portion 1076 of a track (e.g., 22).It is to be appreciated that the other unit operation stations canadditionally or alternatively be disposed along different unit transportsegments 1091 that are arranged in series.

The decoration stations 88 can be configured to facilitate labelling,printing, or otherwise decorating the containers 38 (and optionally alsodoing the same to their closures). In one embodiment, at least one ofthe decoration stations 88 can include a printer (not shown) that printslabels for application to the containers 38. In such an embodiment, theprinter can print the label on a sticker that is on a backing substrate.A spooling assembly (not shown) can receive the sticker and the backingsubstrate. When the vehicle 24 carrying the container 38 passes thespooling assembly, the movement of the container 38 past the spoolingassembly can facilitate application of the sticker to the container 38.In other embodiments, the printer can print ink onto a transfercomponent, and an adhesive can be applied onto the ink to form acomposite structure. The ink and adhesive composite structure can thenbe transferred from the transfer component onto the container to form alabel or decoration (without using a separate sticker). Sucharrangements can facilitate “on-demand” printing of labels wherebydifferent labels can be printed for the different types of containers 38and/or fluids that are being carried by the vehicles 24. These labelscan include various types of decorations and product information suchas, for example, characters, graphics, branding, ingredients, SKUinformation, or other visual elements for when the container 38 isdisplayed for sale. If desired, the containers can even be personalizedfor and/or in response to orders from retailers or from individualconsumers.

The unloading stations 90 can be configured to facilitate removal of thefilled containers 38 from the vehicles 24. In one embodiment, each ofthe unloading stations 90 can include a robotic arm (not shown) thatretrieves the container 38 from each vehicle 24 for loading intopackaging (e.g., a store display or a shipping container). To facilitategrasping of the container 38, the robotic arm can have a roboticmandible, a suction end, or any of a variety of suitable additional oralternative arrangements that enable grasping of the container 38. Oncethe container 38 is removed from the vehicle 24, the vehicle 24 can berouted to the container loading station 84 to receive another emptycontainer 38 for filling. It is to be appreciated that the unloadingstation 90 can include any of a variety of additional or alternativeautomated and/or manual arrangements that facilitate unloading of acontainer into packaging.

In some embodiments, the containers 38 can be provided into packagingthat is designed to present the containers 38 for sale at a merchant. Insuch packaging, the containers 38 can be offered for sale individuallyor packaged with one or more other containers or products, whichtogether form an article of commerce. The containers 38 can be offeredfor sale as a primary package with or without a secondary package. Thecontainers 38 can be configured to be displayed for sale while lyingdown or standing up on a store shelf, while presented in a merchandisingdisplay, while hanging on a display hanger, or while loaded into adisplay rack or a vending machine. When the containers 38 are for fluentproduct(s), they can be configured with a structure that allows them tobe displayed in any of these ways, or in any other way known in the art,as intended, without failure. In some embodiments, the unloadingstations 90 can facilitate packaging (“bundling”) of different types ofcontainers and/or fluent materials within the same packaging withoutrequiring manual handling of the containers 38 as is oftentimes requiredin conventional operations.

The track system 20 can comprise any suitable number and/or type ofinspection station(s). For example, in FIG. 1, the track system 20 caninclude a first scanner 100 and a second scanner 102 that are eachconfigured to scan passing containers 38. The first scanner 100 can belocated between one of the ingress locations 80 and the filling/cappingstation 86 and can scan each passing vehicle 24 to determine if thecontainer 38 is present. The second scanner 102 can be located betweenthe decoration stations 88 and the unloading stations 90 and can scaneach passing vehicle 24 to determine whether the container 38 disposedthereon is ready for packaging by the unloading stations 90.

If the container 38 is not ready for packaging by one of the unloadingstations (such as due to a defect in the contents and/or the container),the container can be unloaded at the unloading station of itsdestination. In other cases, the vehicle with the container thereon canbe sent to an alternative unloading station. At the destination oralternative unloading station, one or more of the following actions cantake place: the defect in the container and/or its contents can beremedied; the container can be emptied and recycled; and/or thecontainer and/or its contents can be disposed of. The container isunloaded from the unloading station, and the vehicle becomes ready for anew route assignment.

The first and second scanners 100, 102 can be any of a variety ofscanners for obtaining information from the vehicles 24 and/or thecontainers 38 such as, for example, an infrared scanner. The first andsecond scanners 100, 102 can also be configured to facilitate reading ofa variety of data from the container 38 such as QR codes or UPCbarcodes, for example.

It is to be appreciated that the track system 20 can facilitatedispensing different types of fluent materials into various types ofdifferent containers at the same time. (Of course, the start time andfinish time of dispensing into the different containers may, but neednot, coincide exactly. The dispensing into the different containers mayonly at least partially overlap in time.)

In addition, in some cases, one or more containers may not be filledwith fluent material that is used to make a finished product. Forexample, one or more containers may be used to receive fluent materialthat is cleaned or flushed from one or more nozzles at a filling unitoperation station, and this fluent material can thereafter be disposedof or recycled.

As will be described in more detail below, the particular containertypes and fluent materials provided for each vehicle 24 can be selectedby the control system 62 to fulfill a particular production schedule,and each vehicle 24 can be independently and simultaneously routed alonga unique route among the unit operation stations (such as 84, 86, 88,90) to facilitate loading and filling of the containers 38. The uniqueroute for each vehicle 24 can be selected by the control system 62based, at least in part, upon the vehicle type (i.e., the type ofcontainer or containers the vehicle 24 is configured to accommodate),the unique routes selected for the other vehicles 24, and/or the type offinished product(s) needed by the unloading station 90 for packaging,for example. It is to be appreciated that the track system 20 canfacilitate filling of different types of containers with different typesof fluid more efficiently and effectively than conventionalarrangements. For example, conventional arrangements, such as linearmotor filling lines, typically only allow for filling of one type ofcontainer with one type of fluid at a time. As such, individual systemsare oftentimes required for each container and fluid being manufacturedwhich can be expensive and time consuming. In addition, converting thesesystems to use a different container and/or fluid can also be expensiveand time consuming. The track system 20 can therefore be a solution thatallows for manufacture of different types of filled containers lessexpensively and in a less time consuming manner than these conventionalarrangements.

It should be understood that the operations that take place at thedifferent unit operation stations may take the same amount of time, butoften do not. These time periods may be referred to as a first duration,a second duration, a third duration, etc. The first, second, third, etc.durations can be the same, or one can be greater than the other(s). Forinstance, some unit operation stations perform operations that arerelatively fast compared to other unit operation stations; some unitoperation stations may be relatively slow; and, some unit operationstations may carry out some operations that are relatively fast and somethat are slower (e.g., a filling station that can dispense oneingredient and that can also dispense a larger quantity comprising acomplete composition). Therefore, although FIG. 1 shows an equal numberof filling/capping unit operation stations and decoration stations, thisis not required. Thus, the system may, for example, have fewer of therelatively fast unit operation stations than the slower unit operationstations.

It should also be understood that the time it takes to create differenttypes of finished products from start to finish (throughput time) may bethe same, or different for the different types of finished products. Thetime it takes to create finished products may also be the same, ordifferent for the same types of finished products. The time it takes tocreate finished products can be measured beginning at a starting pointthat occurs when an empty container arrives at a loading station andends at a destination point when the finished product is unloaded at anunloading station.

Referring now to FIG. 9, the control system 62 can include a vehicleposition controller 104, a product scheduling controller 106, and atrack system controller 108, that are communicatively coupled with eachother and can cooperate to facilitate producing finished products. Thevehicle position controller 104 can include a positioning module 110 andan anti-collision module 112. The positioning module 110 can facilitatepositioning of the vehicles 24 at designated locations along the track22. Each of the vehicles 24 can have a unique identifier associated withit (uniqueness only needs to be relative to the other vehicles on thetrack) and with which the vehicle positioning module 110 can identifyit. As will be described in further detail below, the vehicle positioncontroller 104 can receive desired location coordinates from the tracksystem controller 108 for the vehicles 24. The vehicle positioncontroller 104 can move the vehicles 24 along the track 22 based uponthe location coordinates for each vehicle 24.

The control system 62 can be any suitable computing device orcombination of computing devices (not shown), as would be understood inthe art, including without limitation, a custom chip, an embeddedprocessing device, a tablet computing device, a personal data assistant(PDA), a desktop, a laptop, a microcomputer, a minicomputer, a server, amainframe, or any other suitable programmable device. In variousembodiments disclosed herein, a single component can be replaced bymultiple components and multiple components can be replaced by a singlecomponent to perform a given function or functions. Except where suchsubstitution would not be operative, such substitution is within theintended scope of the embodiments.

The computing device can include a processor that can be any suitabletype of processing unit, for example a general purpose centralprocessing unit (CPU), a reduced instruction set computer (RISC), aprocessor that has a pipeline or multiple processing capabilityincluding having multiple cores, a complex instruction set computer(CISC), a digital signal processor (DSP), an application specificintegrated circuit (ASIC), a programmable logic devices (PLD), and afield programmable gate array (FPGA), among others. The computingresources can also include distributed computing devices, cloudcomputing resources, and virtual computing resources in general.

The computing device can also include one or more memories, for exampleread only memory (ROM), random access memory (RAM), cache memoryassociated with the processor, or other memories such as dynamic RAM(DRAM), static ram (SRAM), programmable ROM (PROM), electricallyerasable PROM (EEPROM), flash memory, a removable memory card or disk, asolid state drive, and so forth. The computing device can also includestorage media such as a storage device that can be configured to havemultiple modules, such as magnetic disk drives, floppy drives, tapedrives, hard drives, optical drives and media, magneto-optical drivesand media, compact disk drives, Compact Disk Read Only Memory (CD-ROM),Compact Disk Recordable (CD-R), Compact Disk Rewriteable (CD-RW), asuitable type of Digital Versatile Disk (DVD) or BluRay disk, and soforth. Storage media such as flash drives, solid state hard drives,redundant array of individual disks (RAID), virtual drives, networkeddrives and other memory means including storage media on the processor,or memories are also contemplated as storage devices. It can beappreciated that such memory can be internal or external with respect tooperation of the disclosed embodiments. It can be appreciated thatcertain portions of the processes described herein can be performedusing instructions stored on a computer-readable medium or media thatdirect a computer system to perform the process steps. Non-transitorycomputer-readable media, as used herein, comprises all computer-readablemedia except for transitory, propagating signals.

Network and communication interfaces can be configured to transmit to,or receive data from, other computing devices across a network. Thenetwork and communication interfaces can be an Ethernet interface, aradio interface, a Universal Serial Bus (USB) interface, or any othersuitable communications interface and can include receivers,transmitters, and transceivers. For purposes of clarity, a transceivercan be referred to as a receiver or a transmitter when referring to onlythe input or only the output functionality of the transceiver. Examplecommunication interfaces can include wired data transmission links suchas Ethernet and TCP/IP. The communication interfaces can includewireless protocols for interfacing with private or public networks. Forexample, the network and communication interfaces and protocols caninclude interfaces for communicating with private wireless networks suchas a WiFi network, one of the IEEE 802.11x family of networks, oranother suitable wireless network. The network and communicationinterfaces can include interfaces and protocols for communicating withpublic wireless networks, using for example wireless protocols used bycellular network providers, including Code Division Multiple Access(CDMA) and Global System for Mobile Communications (GSM). A computingdevice can use network and communication interfaces to communicate withhardware modules such as a database or data store, or one or moreservers or other networked computing resources. Data can be encrypted orprotected from unauthorized access.

In various configurations, the computing device can include a system busfor interconnecting the various components of the computing device, orthe computing device can be integrated into one or more chips such as aprogrammable logic device or application specific integrated circuit(ASIC). The system bus can include a memory controller, a local bus, ora peripheral bus for supporting input and output devices, andcommunication interfaces. Example input and output devices includekeyboards, keypads, gesture or graphical input devices, motion inputdevices, touchscreen interfaces, one or more displays, audio units,voice recognition units, vibratory devices, computer mice, and any othersuitable user interface.

The processor and memory can include non-volatile memory for storingcomputer-readable instructions, data, data structures, program modules,code, microcode, and other software components for storing thecomputer-readable instructions in non-transitory computer-readablemediums in connection with the other hardware components for carryingout the methodologies described herein. Software components can includesource code, compiled code, interpreted code, executable code, staticcode, dynamic code, encrypted code, or any other suitable type of codeor computer instructions implemented using any suitable high-level,low-level, object-oriented, visual, compiled, or interpreted programminglanguage.

Referring again to FIG. 9, to facilitate routing of the vehicles 24along the track 22, the vehicle position controller 104 can controloperation of the plurality of coils 58 a and the transition portions 50c (e.g., the flipper members 74). The vehicle position controller 104can also prevent collisions between the vehicles 24 as they arepositioned along the track 22. For example, the vehicle positioncontroller 104 can track the positions and/or speed of the vehicles 24on the track 22. If a vehicle 24 begins approaching another vehicle 24in a manner that could cause a collision, the vehicle positioncontroller 104 can adjust the speed (increasing or decreasing the speed)of the approaching vehicle 24 and/or the approached vehicle 24 toprevent a collision. It is to be appreciated that the vehicle positioncontroller 104 can be an on-board controller that is original to thetrack 22 and built together with the track 22. In one embodiment, thevehicle controller 104 can be provided with the track from themanufacturer of the track 22 (e.g., MagneMotion, Inc. of Devens, Mass.,U.S.A.).

The product scheduling controller 106 can be configured to assign acontainer type and fluent material type (e.g., a finished product) foreach empty vehicle 24. The product scheduling controller 106 can also beconfigured to assign a desired route that achieves the assigned finishedproduct. The track system controller 108 can be configured to route thevehicles 24 around the track 22 and operate the unit operation stations84, 86, 88, 90 based upon the finished product and route assigned to thevehicles 24.

The control system 62 may be configured as a central assignmentmechanism that pre-assigns independent routes for the vehicles based ondemand data. The control system 62: receives demand for finishedproducts to be made on the track system; determines a route for avehicle, wherein the route is determined based on a status of one ormore unit operation stations; and causes a vehicle to be propelled toprogress along the determined route to create one or more of thedemanded finished products, and delivers the finished products to anunloading station. It should be understood that these steps can betaking place in the above order, or in any order, provided that at leastsome demand for finished products to be made is first received.Generally, when there are multiple vehicles being routed, the controlsystem can be performing such steps for the different vehicles. Thesevehicles may be at different stages of going through these steps at anygiven time (and the control system can be executing any of these stepsfor the various vehicles at any given time).

The status of the unit operation station(s) can comprise: (a) the stateof readiness of a unit operation station (whether the unit operationstation is broken down, or not); (b) one or more capabilities of theunit operation station (that is, a description of the unitoperation(s)); (c) information concerning operations expected orscheduled to be completed at one or more unit operation stations in thefuture (including the progress of other vehicles along their routes);(d) information concerning the capacity utilization of the unitoperation station (that is, how much of its capacity is used relative toits full capacity, or conversely how often it is idle relative to itsfull capacity); (e) information concerning the capacity utilization ofother unit operation stations (utilization of other unit operationstations (similar or dissimilar)); (f) information concerning theavailability of raw materials (e.g., fluent material(s), labels, etc.)to the unit operation station; and (g) information concerning expectedmaintenance activities involving the unit operation station.

The determined route may, in some cases, have one or more constraints onarriving at one or more unit operation stations before one or more othervehicles or after one or more other vehicles. In other cases, thedetermined route may not have any constraints on arriving at one or moreunit operation stations before one or more other vehicles or after oneor more other vehicles. The determined route is determined based onstatus information of a vehicle. Such status information may include:the vehicle's container-holding interface type, maximum velocity of thevehicle, maximum acceleration of the vehicle, maximum container weightthat can be held by the vehicle, maximum container size, and any otherrelevant information about the vehicle. The determined route can beselected from a subset of all possible routes, and more particularly isselected from a set of all possible routes that will result in creatinga demanded finished product. The determined route is selected bycomparing potential routes where such comparison takes into account theutilization or capacity of one or more unit operation stations and theselected route may be selected to best utilize the capacity of one ormore unit operation stations.

The determined route may take into consideration the routes assigned toother vehicles 24, including the extent to which the other vehicles haveactually progressed along their planned routes, so as to avoidcongestion caused by excessive vehicles reaching a similar location at asimilar time, and so as to ensure vehicles will arrive in a desiredsequence where appropriate.

The determined route may be determined using an algorithm (described asfollows), where the algorithm may comprise a recursive method so as tobe applicable to a wide range of track configurations and unit operationstation configurations without requiring modifications to thealgorithm's recursive method. The algorithm may implement a system whereunit operation stations demand partially or completely finished productsfrom other unit operation stations so as to enable the unit operationstations to contribute towards creating finished products specified inthe step of receiving demand for finished products to be made. Thedemand from the unit operation stations may describe needed products andtimes when those products may be needed. (The loading unit operationstations will, however, typically receive demand for vehicles, ratherthan partially or completely finished products.) The demand from theunit operation stations makes it possible for the route-determiningalgorithm to only consider routes connecting unit operation stationswith appropriate demand, substantially reducing the time and processingpower required to determine a route as compared to an algorithm thatwould evaluate the merits of every possible way to route a vehicle alongthe track. Such an algorithm could solve the problem of determining abest route from many possible ways to route a vehicle along a track (100billion, 1 trillion, or many more ways being possible in someembodiments) in a short period of time (e.g., less than one second), ora very short period of time (100 milliseconds, 50 milliseconds, 5milliseconds, or less in some embodiments). Such an algorithm may takethe form of several embodiments, some of which may also assign aquantity or priority to the demanded products at unit operationstations.

An example of the vehicle position controller 104, the productscheduling controller 106, and the track system controller 108cooperating to create a finished product will now be described. First,when the vehicle 24 is empty (either due to system start-up or beingemptied at the unloading station), the track system controller 108 canrequest, from the product scheduling controller 106, the next finishedproduct to be assigned to the vehicle 24. The product schedulingcontroller 106 can assign a finished product to the vehicle 24 and canprovide the desired route for the vehicle 24 to take to complete thefinished product. The track system controller 108 can then providecoordinates to the vehicle position controller 104 that will route thevehicle 24 to one of the container loading stations 84. The vehicleposition controller 104 then routes the vehicle 24 to the containerloading station 84 (via the designated coordinates) and notifies thetrack system controller 108 when the vehicle 24 has reached itsdestination. The track system controller 108 can then facilitateoperation of the container loading station 84. After the container 38 isloaded onto the vehicle 24, the track system controller 108 can providecoordinates to the vehicle position controller 104 that will route thevehicle 24 to one of the filling/capping stations 86. The vehicleposition controller 104 then routes the vehicle 24 to thefilling/capping station 86 (via the designated coordinates) and notifiesthe track system controller 108 when the vehicle 24 has reached itsdestination. The track system controller 108 can then facilitateoperation of the filling/capping station 86. After the container 38 isfilled and capped, the track system controller 108 can providecoordinates to the vehicle position controller 104 that will route thevehicle 24 to one of the decoration stations 88. The vehicle positioncontroller 104 then routes the vehicle 24 to the decoration station 88(via the designated coordinates) and notifies the track systemcontroller 108 when the vehicle 24 has reached its destination. Thetrack system controller 108 can then facilitate operation of thedecoration station 88. After the container 38 is decorated, the tracksystem controller 108 can provide coordinates to the vehicle positioncontroller 104 that will route the vehicle 24 to one of unloadingstations 90. The vehicle position controller 104 then routes the vehicle24 to the unloading station 90 (via the designated coordinates) andnotifies the track system controller 108 when the vehicle 24 has reachedits destination. The track system controller 108 can then facilitateoperation of the unloading station 90. After the container 38 is removedfrom the vehicle 24, the track system controller 108 can request, fromthe product scheduling controller 106, the next finished product to beassigned to the vehicle 24.

In some embodiments, the track system controller 108 can deviate thevehicle 24 from the desired path (assigned by the product schedulingcontroller 106) to overcome certain problems, such as a traffic jam,sequencing violation (sequencing is described below), and/or a defect orreject condition (e.g., bottle missing, cap missing, cap misaligned,etc.). The deviated path can be determined by the product schedulingcontroller 106 and/or the track system controller 108.

It is to be appreciated that the vehicle position controller 104, theproduct scheduling controller 106, and the track system controller 108can facilitate simultaneous routing of the vehicles 24 around the track22 such that the containers 38 are at various stages of production. Tofacilitate effective and efficient simultaneous routing of the vehicles24, the vehicle position controller 104, the product schedulingcontroller 106, and the track system controller 108 can shareinformation about the vehicles 24 and/or containers 38. For example, thetrack system controller 108 can share, with the product schedulingcontroller 106, the positions of the vehicles 24, the production statusof each container 38, and/or any route deviations. The productscheduling controller 106 can share, with the track system controller108, the finished product and route assignments for the vehicles 24.

As described above, the product scheduling controller 106 can assign acontainer type, a closure type, a fluent material type, a decorationtype, and a route for each empty vehicle 24 identified by the tracksystem controller 108. It is to be appreciated that although thisembodiment describes assignment of a container type, a closure type, afluent material type, and a decoration type, other embodiments mayspecify other finished product attributes. Other finished productattributes may include values related to the dimensions of a containeror any part or parts thereof, values related to the mass of one or moreparts of the product at one or more stages of completion including thefinished product, fill quantity or level, or additional attributessimilar to those previously or subsequently described such as a frontlabel type and a back label type. Still more other finished productattributes may include targets or acceptable ranges of values for anyone or more of the aforementioned finished product attributes or otherfinished product attributes. Furthermore, other finished productattributes may include parameters related to setup of unit operationstations to be used during operating on the finished product specified(for example, bottle height will dictate the height to which a fillernozzle will be adjusted).

One embodiment of a control routine implemented by the productscheduling controller 106 in assigning a container type, a closure type,a fluent material type, a decoration type, and a route for each emptyvehicle 24 is generally illustrated in FIGS. 10, 11, 12, 13A, and 13Bwhich will now be discussed. The product scheduling process can beseparated into four phases—a Sequencing Phase (FIG. 10), a DemandPropagation Phase (FIG. 11), an Effective Route Identification Phase(FIG. 12), and a Route Ranking Phase (FIGS. 13A and 13B). Generally,during the Sequencing Phase, production schedules can be assigned toeach unloading station 90. During the Demand Propagation Phase, unitoperation stations are identified that have or will have demand so as tocontribute to one or more of the finished products specified by eachunloading station's 90 production schedule. During the Effective RouteIdentification Phase, a plurality of effective routes for the currentvehicle 24 are identified based on the unit operation stations' demandinformation. During the Route Ranking Phase, the best route and relatedfinished product can be selected from the plurality of effective routesthat are generated during the Effective Route Identification Phase.

Referring now to FIG. 10, the Sequencing Phase will now be discussed ingreater detail. First, a production order can be provided to the productscheduling controller 106 (step 200). The production order can includethe quantity of packages that are desired and the types of finishedproducts that are to be provided in each package. Each package mayinclude different types and/or quantities of finished products. Indescribing the types of finished products that are to be provided withina package, the production order may additionally specify sequencinginformation. This sequencing information may either specify an explicitsequence of arrival of products, or specify that the sequence of productarrivals for the package is unimportant, or specify a combinationthereof in which for example one or more first products must arrivebefore one or more second products but in any sequence with respect toone or more third products. In one embodiment, the production order canbe generated from a customer order that is received at an upstreamcomputer system (e.g., from a procurement software program). Theupstream computer system can convey the production order to the productscheduling controller 106 which can then allocate packages to theunloading stations 90 for fulfillment (205). Packages are assigned to anunloading station 90 in a specific sequence, thusly establishing aproduction schedule for each unloading station 90. This sequencespecifies the order of production of packages at each unloading station90, but does not specify the sequence of production of packages by theoverall track system 20.

To further explain using a specific example, if a production orderdescribes packages 1, 2, 3, 4, 5, and 6, packages may be assigned to afirst unloading station 90 in the sequence of 2, 1, 5, and packages maybe assigned to a second unloading station 90 in the sequence of 3, 6, 4,but the track system 20 may produce the packages in order 2, 1, 3, 5, 6,4 or order 2, 3, 1, 6, 5, 4 or order 3, 6, 4, 2, 1, 5 or any other orderthat does not violate the package sequencing of a particular unloadingstation 90. It should be noted that in the previously described specificexample, even though package production is described as a sequencedprocess, finished products feeding multiple packages can be producedsimultaneously, such that more than one package is in the process ofbeing produced at the same time, so the sequence described refers to thecompletion of the process of producing a package, and it is possiblethat more than one package may be completed at nearly the exact samemoment in time.

Once at least one of the unloading stations 90 has been assigned apackage, the track system controller 108 can select a vehicle 24 forassignment of a route and associated finished product thereto (thecurrent vehicle). The vehicle 24 can be selected from among a pluralityof vehicles 24 on the track 22 (e.g., when the track system 20 is firstinitialized/started up) or when the vehicle 24 has completed thepreviously assigned finished product (e.g., after leaving the unloadingstation 90). Most typically, the selected vehicle is empty. In somecases, however, a vehicle 24 may have aborted a previous route duringroute execution (e.g. because a unit operation station breaks down), sothat vehicle 24 may be selected for assignment of a new route eventhough it is not empty. Once the vehicle 24 has been selected, the tracksystem controller 108 can request, from the product schedulingcontroller 106, the route and associated finished product that is to beassigned to that vehicle 24. Each route request describes the type ofvehicle and any operations that have already been completed on thatvehicle on a previous route that included loading a container but didnot include unloading the container.

The Demand Propagation Phase (215) will now be discussed in greaterdetail and with reference to FIG. 10 and the other drawing figures. Inone embodiment, hereafter referred to as the Assignment-Time CalculatedDemand Embodiment, the Demand Propagation Phase (215) is entered uponreceiving the route request from the track system controller 108. Inanother embodiment, hereafter referred to as the Pre-Calculated DemandEmbodiment, the Demand Propagation Phase (215) can be entered withoutwaiting for a route request from the track system controller 108, sothat a route can be assigned in response to a route request from thetrack system controller 108 in less time, because the Demand PropagationPhase (215) will have already been completed. This is possible becausethe Demand Propagation Phase (215) does not depend on having previouslyselected a vehicle 24 for route assignment. A disadvantage of thePre-Calculated Demand Embodiment is that it may require more computingoverall, since the Demand Propagation Phase (215) may be executed moretimes than needed. Although the events triggering the Assignment-TimeCalculated Demand Embodiment and the Pre-Calculated Demand embodimentdiffer, the Demand Calculation process is the same and will next bedescribed in greater detail.

First, the product scheduling controller 106 can identify all of thefinished products that are needed next at each of the available (e.g.not broken down) unloading stations 90 to fulfill the unloadingstation's 90 production schedule in the order specified by the unloadingstation's 90 production schedule, and establishes demand itemscorresponding to these products (300). These demand items can beunderstood to describe the finished products that are currently assignedto each unloading station 90 and which can next be loaded into thepackage without interfering with the order of the overall package asdefined by the production schedule, and where no vehicle 24 has alreadybeen assigned a route and associated finished product to therebyfulfill. The demand items may also be partially finished products thathave completed one or more, but not all, of the steps in the process ofcreating the finished products, or empty vehicles (in the case ofloading unit operation stations). Thusly, it can be understood thatdemand items 300 comprise descriptions of products which may be finishedproducts or partially finished products.

Furthermore, each demand item also describes a time span. The time spandescribed by each demand item specifies the time range during which sucha product should arrive at the unit operation station, in this case theunit operation station being an unloading station 90. This time rangeensures that the demand item does not describe a need for a product thatwould arrive earlier than a prerequisite product, nor later than apostrequisite product. Through additional processing to be describedbelow, this time range can more generally be described as representing atime range when the arrival of the described product would not violateany system constraints.

Each demand item is furthermore associated with a particular unitoperation station, such that it could be said that the unit operationstation has one or more demand items, or that the unit operation stationhas no demand items. Each demand item is furthermore associated with aparticular type of operation which would be performed at the associatedunit operation station. Once the product scheduling controller 106 hascompleted establishing all appropriate demand items for each unloadingstation 90, the furthest downstream unit operation station group isselected for demand propagation, hereafter referred to as the UnitOperation Station Group Projecting Demand. The demand items associatedwith the Unit Operation Station Projecting Demand now undergo arefinement (310) so as to not include any time during which thepreviously scheduled vehicles 24 are expected to result in the UnitOperation Station Projecting Demand's infeed queue being at fullcapacity, wherein this refinement (310) may result in any of thefollowing: no modification to the demand items; splitting demand itemsinto two or more additional demand items wherein the additional demanditems are identical to their original demand item in all but time span;shortening the associated time spans by adjusting one or both of thebeginning or end times; or eliminating demand items altogether. Next,each of the demand items associated with each of the unit operationstations in the Unit Operation Station Group Projecting Demand isevaluated. The product scheduling controller 106 can then identify thefurthest downstream unit operation station group that is upstream of theUnit Operation Station Group Projecting Demand (i.e., the unit operationstations a vehicle 24 might encounter immediately before proceeding to aunit operation station in the Unit Operation Station Group ProjectingDemand), hereafter referred to as the Unit Operation Station GroupPropagating Demand.

Each unit operation may also have associated therewith a representationof a non-existent unit operation (a virtual unit operation). Since notevery container needs to receive a treatment at every unit operationstation, the virtual unit operation is merely a mechanism in thecomputer program to allow the container to by-pass one or more unitoperations, or to not have a treatment performed by such unit operationstation. For example, if the containers provided into the systemcomprise pre-labeled bottles, there will be no need for the container tobe labeled at a decoration station.

In the example of FIG. 1, the furthest downstream unit operation stationgroup that is upstream of the unloading stations 90 that have demanditems can be the decoration stations 88. The product schedulingcontroller 106 can then select one unit operation station from the UnitOperation Station Group Propagating Demand, hereafter referred to as theUnit Operation Station Propagating Demand. The product schedulingcontroller 106 can then determine whether the Unit Operation StationPropagating Demand is currently available (315) or if it supports one ormore operations that will establish one or more attributes of theproduct described by the demand item currently being evaluated (320). Ifthe Unit Operation Station Propagating Demand is currently unavailableor if it does not support one or more operations that will establish oneor more attributes of the product described by the demand item currentlybeing evaluated, the evaluation of this demand item being processed bythe Unit Operation Station Propagating Demand is complete. If the UnitOperation Propagating Demand is currently available and supports one ormore operations that will establish one or more attributes of theproduct described by the demand item, the product scheduling controller106 can calculate the time delay (330) which can be the time it takesfor the Unit Operation Station Propagating Demand to complete itsoperation on the container (e.g., the operation time) in addition to thetravel time from the Unit Operation Station Propagating Demand to adownstream interface point on primary transport portion 76 in additionto the travel time from an upstream interface point on primary transportportion 76 to the unit operation station associated with the demanditem. Thusly, the time span specified by the demand item being evaluatedhaving been offset by the above-described time delay (330) can be takento mean the time range during which the operation can begin at the unitoperation station.

The interface points are advantageous, because they reduce the number ofrequired configurations that must be established and maintained by theproduct scheduling controller. Without the interface points, the productscheduling controller must store a configuration for expected traveltime to move a vehicle from every unit operation station in a unitoperation station group to every unit operation station in an adjacentlydownstream unit operation station group. For the track configurationshown in FIG. 1, considering only such configurations for unit operationstations 86, there being four unit operation stations 88 in theadjacently downstream unit operation station group, each of the fourunit operation stations 86 would require four expected travel timeconfigurations, totaling 16 expected travel time configurations. Withinterface points, the product scheduling controller only storesconfigurations for expected travel time to the next interface point, andfrom interface points to unit operation stations in the adjacentlydownstream unit operation station group. Thus, in the example of theunit operation stations 86, only eight configurations need to be stored,comprising four expected travel times to 13 (1 from each unit operationstation 86) and four expected travel times from 13 (1 to each unitoperation station 88). The benefits of using interface points are evengreater on larger track systems. For example, if there were 100 unitoperation stations 86 and 90 unit operation stations 88, there would be9,000 configurations required without interface points, but only 190configurations required with interface points.

A new demand item can then be created (340), where the new demand itemis associated with the Unit Operation Station Propagating Demand, has atime span specified as the time span of the demand item being evaluatedminus a time delay (330). The new demand item's described product is theproduct described by the demand item being evaluated minus the attributeor attributes established by the operation to be completed at the UnitOperation Station Propagating Demand. The new demand item's time spanwill then undergo a first refinement (345) so as to not include any timeduring which the previously scheduled vehicles 24 are expected to resultin the Unit Operation Station Propagating Demand's infeed queue being atfull capacity, wherein this first refinement (345) may result in any ofthe following: no modification to the new demand item; splitting the newdemand item into two or more additional demand items wherein theadditional demand items are identical to the new demand item in all buttime span; shortening the time span by adjusting one or both of thebeginning or end times; or eliminating the new demand item altogether.

This first refinement (345) and the refinement (310) are useful, becausethey accomplish avoiding demand during times when assigning a vehicle 24to meet that demand would result in exceeding the capacity of the UnitOperation Station Propagating Demand's infeed queue. This could causevehicles 24 to block portions or all of track section (secondarytransport portion) 78 and/or portions or all of track section (primarytransport portion) 76. Furthermore, this first refinement can similarlyrefine the time span of the new demand item so as to avoid demand duringtimes when assigning a vehicle 24 to meet that demand would result inthat vehicle 24 causing the Unit Operation Station Propagating Demand'sinfeed queue to exceed its capacity, wherein such a capacity violationwould be caused either directly by the arrival of that vehicle 24 orindirectly by the cascading impact of previously scheduled butsubsequently arriving other vehicles 24, and where such capacity isrepresented by a configuration parameter associated with the UnitOperation Station Propagating Demand.

Upon completion of the first refinement (345), the set of any remainingof the new demand item or additional demand items, hereaftercollectively referred to as the Set of Remaining Demand Items, can beunderstood to represent time spans when beginning the operation on thedescribed product would not violate any system constraints. The Set ofRemaining Demand Items is again time shifted, this time to adjustaccording to previously scheduled vehicles 24 so that the resulting timespans represent time spans when arrival of the described product at theUnit Operation Station Propagating Demand's infeed queue would notviolate any system constraints, thusly taking into account time when avehicle 24 would be waiting in the Unit Operation Station PropagatingDemand's infeed queue prior to beginning the operation, which can beknown based on previously assigned routes to other vehicles 24 combinedwith vehicle 24 position information shared from the track systemcontroller 108 with the product scheduling controller 106. This timeshift applied to the Set of Remaining Demand Items marks the completionof the evaluation of this demand item being processed by the UnitOperation Station Propagating Demand.

When the evaluation of this demand item being processed by the UnitOperation Station Propagating Demand is complete (e.g. the UnitOperation Station Propagating Demand has been found to either beunsuitable for this demand item or else new demand items were createdand refined), the product scheduling controller 106 can then proceed toevaluate this demand item being processed by each of the other unitoperation stations in the Unit Operation Station Group PropagatingDemand by the same process as was used to evaluate this demand itembeing processed by the Unit Operation Station Propagating demand.

When the evaluation of this demand item being processed by each of theunit operation stations in the Unit Operation Station Group PropagatingDemand is complete, the product scheduling controller 106 proceeds tocontinue evaluating each demand item associated with the Unit OperationStation Projecting Demand being processed by each of the unit operationstations in the Unit Operation Station Group Propagating Demand.

When the evaluation of each demand item associated with the UnitOperation Station Projecting Demand by each of the unit operationstations in the Unit Operation Station Group Propagating Demand has beencompleted, the product scheduling controller 106 evaluates each of thedemand items associated with each of the other unit operation stationsin the Unit Operation Station Group Projecting Demand being processed byeach of the unit operation stations in the Unit Operation Station GroupPropagating Demand. When this is completed, demand propagation for thedemand items associated with the unit operation stations in the UnitOperation Station Group Projecting Demand is complete, and new demanditems may have been created that are associated with unit operationstations in the Unit Operation Station Group Propagating Demand. Next,the Demand Propagation Phase continues with the product schedulingcontroller 106 selecting the Unit Operation Station Group PropagatingDemand as the Unit Operation Station Group Projecting Demand, andselecting the furthest downstream unit operation station group that isupstream of the Unit Operation Station Group Propagating Demand as theUnit Operation Station Group Propagating Demand, and similarlycompleting demand propagation for any demand items associated with thenew Unit Operation Station Group Projecting Demand. This process repeatsuntil the furthest upstream unit operation station group would beselected as the Unit Operation Station Group Projecting Demand, at whichpoint the Demand Propagation Phase is complete.

In another embodiment of the Demand Propagation Phase, an additionaldemand aggregation step may be executed in between processing demand foreach unit operation station group (e.g. each time a different unitoperation station group is selected as the Unit Operation Station GroupProjecting Demand). The demand aggregation step will examine the demanditems associated with each unit operation station in the newly selectedUnit Operation Station Group Projecting Demand, and, after accountingfor differences in travel time from an upstream interface point, createsa set of new demand items based on this set of existing demand items,where the set of new demand items describes time periods when productsarriving at the interface point would not violate any systemconstraints. In establishing the set of new demand items, duplicate timespans for similar products can be eliminated, and adjacent demand itemscan be merged, reducing the number of demand items to process. This isadvantageous to reduce the processing time required to complete theDemand Propagation Phase. When such an additional demand aggregationstep is used, the set of new demand items is projected to the UnitOperation Station Group Propagating Demand instead of the demand itemsassociated with the Unit Operation Station Group Projecting Demand, andthe calculated time delay 330 does not factor in the travel time fromthe interface point to the Unit Operation Station Projecting Demand,since this travel time was already accounted for.

In yet another embodiment of the Demand Propagation Phase, demand itemsmay also specify a quantity of the described product. When thesequantities are propagated with their associated demand items, additionaldemand information is available to the subsequent phases of the productscheduling process, which can help to better optimize productionefficiency, and can be used to assign more than one route withoutexecuting the Demand Propagation Phase in between route assignments aswould normally be required. This can be advantageous so as to reduce theamount of computing the product scheduling controller 106 must perform.

The Effective Route Identification Phase will now be discussed ingreater detail with reference to FIG. 12. Upon receiving the routerequest 400 from the track system controller 108, the route request 400including a description of the type of vehicle and state of assembly,the product scheduling controller 106 can enter the Effective RouteIdentification Phase. Firstly, if the Demand Propagation Phase has notalready been completed as in the case of the pre-calculated demandembodiment, the Demand Propagation Phase is now completed. A projectedroute time is established as the time when the route request 400 wasreceived by the product scheduling controller 106. A current producttype is established as the vehicle and state of assembly described bythe route request. For each unit operation station in the furthestupstream unit operation station group, the iterative routeidentification process 405 is completed.

The iterative route identification process 405 starts with the productscheduling controller 106 establishing a potential route buffer, andcopying into it the contents of the previous potential route buffer ifone exists 410. The iterative route identification 405 process continueswith the product scheduling controller 106 modifying the projected routetime by adding the time it takes to travel from an upstream interfacepoint to the current unit operation station. The iterative routeidentification process continues with the product scheduling controller106 determining if the current unit operation station has a demand itemdescribing the current product type where the associated time spanincludes the projected route time 415, where such a demand item ishereafter referred to as the Relevant Demand Item. If a Relevant DemandItem does not exist, the potential route buffer is deleted 420 and nofurther action is taken by this instance of the iterative routeidentification process 405. If a Relevant Demand Item does exist, theiterative route identification process 405 continues by addinginformation describing the current unit operation station and theoperation specified by the Relevant Demand Item to the potential routebuffer 425.

If the current unit operation station is not part of the furthestdownstream unit operation station group 430, a new instance of theiterative route identification process 405 is started for each unitoperation station in the unit operation station group immediatelydownstream of the unit operation station group to which the current unitoperation station belongs, where the new instances of the iterativeroute identification process 405 are provided with projected route timesthat have been amended to add the time a vehicle would spend waiting atthe current unit operation station's infeed queue during execution ofthis route wherein this time is based on previously scheduled vehicles24 and information shared from the track system controller 108, the timea vehicle would spend undergoing the operation specified by the RelevantDemand Item at the current unit operation station, and the travel timefrom the current unit operation station to a downstream interface point.Likewise, the new instances of the iterative route identificationprocess are provided with this instance's potential route buffer to copyinto their new potential route buffers. Likewise, the product typeconsidered by the new instances of the iterative route identificationprocess are taken to be the product type considered by this instance ofthe iterative route identification process, modified to include the oneor more attributes established by the operation specified by theRelevant Demand Item. If the current unit operation station belongs tothe furthest downstream unit operation station group, the potentialroute buffer is added to a list of effective routes 435, which completesthis instance of the iterative route identification process 405.

Once each instance of the iterative route identification process 405 hascompleted, the list of effective routes comprises a list of allpotential routes the vehicle 24 specified in the route request 400 maybe assigned, which is to say the list of all potential routes that willdeliver a product to a package specified by the production order withoutviolating any system constraints. Once each instance of the iterativeroute identification process 405 has completed 440, the Effective RouteIdentification Phase is complete and the Route Ranking Phase begins 445.In one embodiment, the Effective Route Identification Phase would onlycontinue as long as the number of routes in the list of effective routesis less than a specified number. This would have the effect ofidentifying no more than a specified number of routes, which can bebeneficial to reduce the worst-case processing time for the EffectiveRoute Identification Phase, although this embodiment does pose a risk ofnot identifying the best route as an effective route. The specifiednumber of routes may be a fixed number, or a number calculated based onparameters related to processor utilization of the product schedulingcontroller 106.

The Route Ranking Phase will now be discussed in greater detail withreference to FIGS. 13A and 13B. The Route Ranking Phase comprises firstundergoing the Route Metric Generation Sub-Phase and subsequently theRoute Sorting Sub-Phase.

The Route Metric Generation Sub-Phase will now be discussed in greaterdetail. First, the product scheduling controller 106 can calculate aweighting factor (510) for each unit operation station group based onthe utilization of each unit operation station within the unit operationstation group, where unit operation station groups that have less unusedcapacity will yield larger weighting factor values. This weightingfactor enables better production optimization because it allowscalculations subsequently described to prioritize optimizing capacityutilization of the busiest unit operation stations. For each route inthe list of effective routes, the product scheduling controller 106 willperform the following calculations to identify a Queue Length (QL)metric, an Unused Unit Count (UC) metric, a Nearly Starved Unit Count(NSC) metric, a Vehicles Already Scheduled Count (VASC) metric, and aNon-Productive Time (NPT) metric. The QL metric is related to the sum ofinfeed queue lengths at each unit operation station along the currenteffective route at the time this vehicle 24 would arrive if this routeis selected. The UC metric is related to the number of unit operationstations along the current effective route that will have been idle andstarved for a specified period of time before this vehicle's 24 arrivalif this route is selected. The NSC metric is related to the number ofunit operation stations along the current effective route that willbecome idle if not for the selection and execution of this route by thisvehicle 24. The VASC metric is related to the number of previouslyscheduled vehicles 24 scheduled to in the future arrive at the unitoperation stations along the current effective route. The NPT metric isrelated to the time this vehicle 24 would spend travelling or waiting atunit operation station infeed queues along the current effective route.The product scheduling controller 106 can initially set to zero each ofa QL metric, a UC metric, an NSC metric, a VASC metric, and an NPTmetric.

For each unit operating station along the current effective route, thefollowing calculations are performed to update the route's QL metric, UCmetric, NSC metric, VASC metric, and NPT metric. The product schedulingcontroller 106 can calculate a QL value (515) by multiplying theweighting factor with the infeed queue length at the time the vehicle 24is expected to arrive at the unit operation station. The QL value can beadded to the QL metric (520). The product scheduling controller 106 canthen calculate a UC value (525). If this unit operation station has noother vehicles 24 scheduled for operations during a specified period oftime immediately preceding the expected arrival of this vehicle 24 atthis unit operation station, the UC value is the weighting factor.Otherwise, the UC value is zero. The UC value can be added to the UCmetric (530). The product scheduling controller 106 can then calculate aNSC value (535). If this unit operation station will become idle if notfor the arrival of this vehicle and its ensuing associated operation,the NSC value is the weighting factor. Otherwise, the NSC value is zero.The NSC value can be added to the NSC metric (540). The productscheduling controller 106 can then calculate a VASC value (545) bymultiplying the weighting factor with the number of previously scheduledvehicles 24 scheduled to in the future arrive at the unit operationstation. The VASC value can be added to the VASC metric (550). Theproduct scheduling controller 106 can then calculate an NPT value (555)by multiplying the weighting factor with the sum of: 1) the travel timefrom an upstream interface point on the primary transport portion 76 tothis unit operation station, 2) the time the current vehicle is expectedwait in the infeed queue of this unit operation station, and 3) thetravel time from this unit operation station to a downstream interfacepoint on the primary transport portion 76. The NPT value can be added tothe NPT metric (560). When the QL metric, UC metric, NSC metric, VASCmetric, and NPT metric have all been calculated for all routes in thelist of effective routes, the Route Metric Generation Sub-Phase iscomplete and the product scheduling controller 106 begins the RouteSorting Sub-Phase.

Referring to FIG. 13B, the Route Sorting Sub-Phase will now be describedin greater detail. The Route Sorting Sub-Phase will compare the metricsgenerated during the Route Metric Generation Sub-Phase to identify thebest route for the current vehicle 24 from the list of effective routesidentified in the Effective Route Identification Phase. Each route inthe list of effective routes is compared to the other routes in the listof effective routes on the basis of the metrics generated during theRoute Metric Generation Sub-Phase. A route with a smaller QL metric is abetter route 585. If the QL metrics are identical, a route with a higherUC metric is a better route 595. If the QL and UC metrics are identical,a route with a higher NSC metric is a better route 600. If the QL, UC,and NSC metrics are identical, a route with a higher VASC metric is abetter route 605. If the QL, UC, NSC, and VASC metrics are identical, aroute with a lower NPT metric is a better route 610. If the QL, UC, NSC,VASC, and NPT metrics are identical, neither route is better than theother 615, so a route is arbitrarily selected.

Once the product scheduling controller 106 has identified the best routefrom the list of effective routes, the specifics of the route arecommunicated to the track system controller 108 so as to enable thetrack system controller 108 to cause the vehicle 24 to move as specifiedby the route and operate unit operation stations as specified by theroute.

Numerous alternative embodiments of the Route Sorting Sub-Phase arepossible. One alternative embodiment of the Route Sorting Sub-Phasecould compute an overall route score for each route as the sum of theproducts of some or all of the QL, UC, NSC, VASC, and NPT metrics and aweighting factor for each metric. This embodiment would take each metricinto account to degrees alterable by modifying the weighting factorassociated with each metric.

So as to determine the best route for each vehicle, the routedetermination may consider configurations for expected time required totravel along the track or expected time required to complete operations.When the track system controller observes completion of a vehicle'smovement along a portion of the track, it may automatically cause anupdate to a configuration for expected time required to travel alongthat portion of the track, or a configuration associated with the degreeof variability in said time, for example a standard deviation of a setof said times observed in the past. Likewise, when the track systemcontroller observes completion of an operation, it may automaticallycause an update to a configuration for the expected time required forthat operation as that unit operation station, or a configurationassociated with the degree of variability in said time, for example astandard deviation of a set of said times observed in the past. In thismanner, the determination of a route can be self-optimizing, such thatthe route determination step becomes more effective with each usewithout requiring manual effort, and adapts to changes in trackperformance or unit operation station performance without manual effort.

The foregoing description of embodiments and examples of the disclosurehas been presented for purposes of illustration and description. It isnot intended to be exhaustive or to limit the disclosure to the formsdescribed. Numerous modifications are possible in light of the aboveteachings. Some of those modifications have been discussed and otherswill be understood by those skilled in the art. The embodiments werechosen and described in order to best illustrate the principles of thedisclosure and various embodiments as are suited to the particular usecontemplated. The scope of the disclosure is, of course, not limited tothe examples or embodiments set forth herein, but can be employed in anynumber of applications and equivalent devices by those of ordinary skillin the art. Rather it is hereby intended the scope of the invention bedefined by the claims appended hereto. Also, for any methods claimedand/or described, regardless of whether the method is described inconjunction with a flow diagram, it should be understood that unlessotherwise specified or required by context, any explicit or implicitordering of steps performed in the execution of a method does not implythat those steps must be performed in the order presented and may beperformed in a different order or in parallel.

The dimensions and/or values disclosed herein are not to be understoodas being strictly limited to the exact numerical dimensions and/orvalues recited. Instead, unless otherwise specified, each such dimensionand/or value is intended to mean the recited dimension and/or value anda functionally equivalent range surrounding that dimension and/or value.For example, a dimension disclosed as “40 mm” is intended to mean “about40 mm”.

It should be understood that every maximum numerical limitation giventhroughout this specification includes every lower numerical limitation,as if such lower numerical limitations were expressly written herein.Every minimum numerical limitation given throughout this specificationwill include every higher numerical limitation, as if such highernumerical limitations were expressly written herein. Every numericalrange given throughout this specification will include every narrowernumerical range that falls within such broader numerical range, as ifsuch narrower numerical ranges were all expressly written herein.

Every document cited herein, including any cross referenced or relatedpatent or application is hereby incorporated herein by reference in itsentirety unless expressly excluded or otherwise limited. The citation ofany document is not an admission that it is prior art with respect toany invention disclosed or claimed herein or that it alone, or in anycombination with any other reference or references, teaches, suggests ordiscloses any such invention. Further, to the extent that any meaning ordefinition of a term in this document conflicts with any meaning ordefinition of the same term in a document incorporated by reference, themeaning or definition assigned to that term in this document shallgovern.

While particular embodiments of the present invention have beenillustrated and described, it would be obvious to those skilled in theart that various other changes and modifications can be made withoutdeparting from the spirit and scope of the invention. It is thereforeintended to cover in the appended claims all such changes andmodifications that are within the scope of this invention.

What is claimed is:
 1. A system comprising: a plurality of containersfor holding a fluent material; a plurality of vehicles for containers,wherein a container is disposed on a respective vehicle to form acontainer-loaded vehicle, there being a plurality of container-loadedvehicles; a track system comprising a track on which container-loadedvehicles are propellable, said track comprising: a primary transportportion that defines a primary path comprised of track that forms aclosed loop that is configured to permit at least one container-loadedvehicle to travel in a holding pattern; at least one secondary transportportion that extends from the primary transport portion and defines asecondary path comprised of track that intersects the primary path at aningress location and an egress location; and at least one unit operationstation disposed along a secondary transport portion and configured toperform a container treatment operation on at least one container-loadedvehicle, wherein the plurality of container-loaded vehicles areindependently routable along the track system to deliver at least someof the containers to the at least one unit operation station forperforming a container treatment operation on at least some of saidcontainers.
 2. The system of claim 1 wherein the ingress location andthe egress location are spaced apart on the primary path.
 3. The systemof claim 1 wherein the ingress location and the egress location are atthe same location on the primary path.
 4. The system of claim 1 furthercomprising a first ingress track switch at the ingress location and afirst egress track switch at the egress location.
 5. The system of claim3 further comprising a single track switch at the ingress and egresslocation.
 6. The system of claim 1, wherein each vehicle comprises amagnet.
 7. The system of claim 6, wherein the track system comprises:one or more running surfaces that support the vehicles; and a pluralityof conductive propulsion coils that facilitate routing of the vehiclesalong the track system along a direction of travel.
 8. The system ofclaim 7, wherein each conductive propulsion coil defines a common axisand comprises a conductor having one or more turns that are disposedabout a common axis.
 9. The system of claim 8, wherein the respectivecommon axes of the plurality of conductive propulsion coils aresubstantially parallel with one another and are substantially orthogonalto the direction of travel.
 10. The system of claim 9, wherein: theplurality of propulsion coils are disposed beneath the respective magnetof each vehicle; and the propulsion coils disposed on at least one ofthe opposing sides of the magnet of a vehicle is configured to exert apropulsive force on the vehicle that facilitates propulsion of thevehicle along the track system.
 11. The system of claim 10, wherein thepropulsion coils on the opposing sides of the magnet of a vehicle exertpropulsive forces on the magnet.
 12. The system of claim 1 wherein theonly type of unit operation station disposed along said primarytransport portion comprises a fast cycle unit operation station.
 13. Thesystem of claim 1 wherein: the secondary transport portion comprises atleast one unit transport segment; and one of the unit operation stationsis disposed along the at least one unit transport segment.
 14. Thesystem according to claim 13, wherein the secondary transport portioncomprises a plurality of unit transport segments that further define thesecondary path and wherein each unit transport segment defines a segmentingress location and a segment egress location.
 15. The system of claim14 wherein the plurality of unit transport segments are arranged inparallel.
 16. The system of claim 14 wherein the track system furthercomprises: an ingress switch at each of the segment ingress locations;and an egress switch at each of the segment egress locations.
 17. Thesystem of claim 14, wherein the track system further comprises aplurality of unit operation stations each disposed at one of the unittransport segments.
 18. The system of claim 1 wherein said plurality ofcontainers comprise a plurality of first containers having a volume anda shape and a plurality of second containers having one or more of avolume and a shape that is different from one or more of a volume and ashape, respectively, of the plurality of first containers.
 19. Thesystem of claim 1 wherein one of the unit operation stations comprises acontainer loading station that is configured to facilitate loading acontainer onto one of the vehicles.
 20. The system of claim 1, whereinat least one of the unit operation stations comprises a plurality ofindependently controllable nozzles for dispensing fluent material intothe containers.
 21. The system of claim 20, wherein the plurality ofindependently controllable nozzles are configured so that at least onefirst independently controllable nozzle dispenses a fluent material thatis different from a fluent material dispensed from at least one secondindependently controllable nozzle.
 22. The system of claim 18 whereineach vehicle is independently routable along the track system to deliverthe first and second containers to different unit operation stations;and at least one first vehicle has associated therewith a route that isdifferent from a route associated with an at least one second vehicle,with each of the at least one first vehicle and the at least one secondvehicle executing the associated routes simultaneously.
 23. The systemof claim 18 wherein each of the vehicles is configured to accommodateone or more of the different shapes and sizes of the first container andthe second container.